Autonomy is largely seen as the next big disruptor in the maritime world is 2017 the year in which unmanned vessels really begin to make their presence felt the number and scope of projects dedicated to unmanned vessels is increasing including the world’s first designated test area for autonomous ships and European Union-funded research head of Rolls-Royce’s Blue Ocean Team expects to see more progress in 2017 than in the previous two years combined “Research has been ongoing for a number of years now and what we have seen in 2016 is that this has become strategically important,” he says “My thinking is that there will be more people working on autonomy in 2017 than there has been in the past We are getting closer to demonstration and implementation and we are likely to see more tangible results.” Jokioinen’s own involvement includes assignments in Finland which he says have developed faster than he anticipated leading up to what he rather light-heartedly calls “an interesting and busy year” it does neatly sum up what the next 12 months will hold for Jokioinen and like-minded colleagues across multiple organisations Don’t let policy changes catch you off guard Stay proactive with real-time data and expert analysis the Norwegian Maritime Authority and Norway’s coastal administration opened the world’s first designated test area for autonomous ships in an area of the Trondheimsfjord in northern Norway mapping services company NAVTOR revealed it had been chosen to represent the maritime industry in the EU-funded ENABLE project verifying and validating the safety of autonomous vehicles and was originally conceived for cars before branching out with a remote bridge concept a key consideration NAVTOR’s e-Navigation project manager Bjørn Åge Hjøllo attempted to put a rough timescale on proceedings saying that unmanned vessels “will be a reality within the next ten to 15 years” The Danish Maritime Authority is also working with the Technical University of Denmark on research while UK-based Automated Ships and Norway’s Kongsberg signed a memorandum of understanding in early November to build “the world's first unmanned and fully-automated vessel for offshore operations” will use the Trondheimsfjord test area and will be designed for offshore energy it is Rolls-Royce’s Advanced Autonomous Waterborne Applications Initiative (AAWA) that will dominate 2017 This €6.6m undertaking brings together universities manufacturers and classification societies to create the design of the next generation of ships “We are working on the second phase,” says Jokioinen “which is to create the technological and regulatory readiness for the first demonstrator in commercial operations “This will finish at the end of 2017 and then we should have all of our plans and simulations done One fascinating aspect to watch as these tasks progress will be the level of autonomy: will it be minimal or will there be no human interaction at all “There needs to be clarity in what is being discussed,” argues Captain George Quick vice president of the International Organization of Masters “The term ‘autonomous’ ship by definition implies a ship capable of making its own decisions through artificial intelligence independent of human involvement.” Lloyd’s Register (LR) has published guidance on this matter starting from 'AL 1' through to 'AL 6' which is a fully autonomous ship with no crew onboard whatsoever “Maybe a few years ago this was seen as unlikely the market wants autonomous ships that can be operated with varying levels of control,” LR’s strategic marketing manager Luis Benito said in July This guidance could be viewed as one of the preparatory steps toward specific regulation which is one of the biggest hurdles to clear "I have been involved deeply in the technology development over the past few years and I don't see anything that could stop it [from the technology side],” says Jokioinen “people will really start to take this seriously and the gates will open when the International Maritime Organization (IMO) puts together a guideline or something like that for unmanned operations in international waters.” the IMO says it has “not yet regulated unmanned vessels” but there’s some interesting work coming out of the UK on this The Maritime Autonomous Systems Regulatory Working Group (MASRWG) has released a code of conduct for surface maritime autonomous systems “Once a few high-profile ship owners buy into the idea the technology legal and regulatory systems will rapidly evolve to make wide spread adoption possible,” says ASV Global technical director Richard Daltry there needs to be confidence that the technology cannot be compromised by hackers Jokioinen explains: “We have to see what cyber security means in context of an autonomous vessel Military-grade technology would be the choice “if we want to be as secure as possible,” he continues “You have to balance [it] with the risk scenario – so hijacking of the vessel by a company employee or a third party It’s unlikely that all-encompassing answers will be found over the next 12 months but likewise it would be naïve to assume that there will be no progress whatsoever increased autonomy raises complex questions regarding the labour force and staffing levels of the future How might an autonomy breakthrough in 2017 affect seafarers “Advanced navigation and engineering technology is no stranger to seafarers,” says Quick But he warns that the advocates of unmanned ships are “attempting to create the perception that disruptive change is imminent” of prematurely changing the international legal and regulatory framework based on “speculating on what an uncertain future may require” Jokioinen says he understands the concerns but adds “I wouldn't be too worried because there will also be manned vessels in the future autonomy is not for all ships…it will not drastically reduce the number of seafarer jobs in the future.” He is doubtful that the technology is transferable to “operate and control the navigation and engineering systems in large unmanned cargo ships” what if it does become technically feasible “The more important question is,” he adds “is it economically feasible and can it provide the same or greater level of safety?” is 2017 the ‘breakthrough’ year “No,” is the straight answer from Quick “A real potential disruption of conventional shipping would require a number of unmanned ships operating successfully in conventional international trade A truly autonomous unmanned ship as a disruptive force in conventional international trade is many decades away Daltry believes there needs to be a merging of the “big highly publicised fully autonomous development programmes” – the tech race as he describes it – and the smaller-scale “proliferation of smart technologies” added to today’s ships “the two approaches will complement one another and fully integrated autonomous ship systems will emerge.” saying that such a question is dependent on how we define a breakthrough “the breakthrough happens when the IMO allows operation of unmanned vessels in international waters That will definitely not be in 2017.” Give your business an edge with our leading industry insights View all newsletters from across the GlobalData Media network. UK tech provider BAR Technologies has joined forces with Finnish ship design and engineering firm Deltamarin to incorporate wind propulsion on a new build design, Aframax/LRII.  As explained, above deck, there have been great strides in design that harnesses the potential of wind propulsion. With this new hull design, BAR Technologies and Delatmarin’s early predictions suggest that as much as 10 tonnes of fuel per day can be saved with an Aframax/LRII hull and 4 WindWings using a North America/ Rotterdam roundtrip as an example.  “Wind is the free fuel, and it is the gauntlet laid down in front of innovators like ourselves to work out how we can displace fossil fuels with wind power,” said John Cooper, Chief Executive Officer, BAR Technologies. “It has been a privilege to partner with the best shipyards to retrofit WindWings, and we are especially excited to partner with the best ocean-going naval architects for big ship design in Deltamarin and that the Aframax/LRII is the first of many announcements.”  The use of sails to reduce fuel consumption and thereby help decarbonise shipping is a very popular method employed by innovators and vessel owners. However, progress towards maximum efficiency depends upon full consideration of variable factors, such as the type of vessel and the route it is taking. To get closer to the best solution in general, there must be more research on how performance can be improved under the water’s surface.  The announcement comes on the back of a previous collaboration on WindWings which, with a saving of approximately 1.5 tonnes of fuel per wing per day, will debut on the Pyxis Ocean. Deltamarin has carried out ship side concept design of the retrofit including the needed analyses for structural matters, stability, other ship integration-related issues and seakeeping. The companies also worked with Singapore-based dry bulk shipowner Berge Bulk on this project. BAR Technologies and Deltamarin will now pool their concentration having seen first-hand that a large portion of both existing ships and newbuilds lack optimal hull and propulsion designs for significant wind assistance. Looking ahead, the industry can expect to see an increase in the use of rigid wings, kites, and suction wings in the coming year, particularly on smaller vessels, according to Gavin Allwright, the International Windship Association (IWSA) Secretary General. These emerging technologies have the potential to complement and enhance the performance of rotor sails, as well as offer new solutions for reducing emissions and improving fuel efficiency. By Q4 2023, the combined tonnage will be circa 3.3 million dwt on 49 ships with 105 rigs, based on the public announcements and yard orders made by the end of 2022. These are likely to change with new project announcements/cancellations. Daily news and in-depth stories in your inbox The Pioneers of Offshore Engineering GustoMSC, part of NOV’s Marine and Construction business, is recognized for providing advanced design & engineering consultancy for mobile offshore units and reliable equipment. In close cooperation with our customers, we translate experience, science, and technical knowledge into realistic & innovative ideas. The performance of new and existing jack-ups, vessels […] the largest purpose-built civilian hospital ship 37,000GT vessel was handed over by China State Shipbuilding Corporation's (CSSC) Tianjin Xingang Shipyard to its new owners in June 2021 following its sea trials Construction oversight services were provided by Stena RoRo of Sweden Lloyd's-classed Global Mercy was designed from the outset to be capable of providing comprehensive health care services especially in parts of the world where access to such services is severely limited The vessel is thus equipped with six operating rooms capable of facilitating a diverse range of surgical procedures including but not limited to cleft lip and palate repair Up to 199 patients can be accommodated on board Patient beds are distributed among separate sections for 102 acute care patients Facilities are also available for pre-operative and post-operative work Such facilities include X-ray and CT scan rooms "Designing a ship to accommodate comprehensive hospital facilities is something that had not been done before," Deltamarin marketing director Esa Jokioinen told Baird Maritime "There are several requirements of hospital functions that would affect the design of the ship and vice-versa." "Hospital operations placed large and specific requirements which affected both the hull and the layout of the interior," Mercy Ships added the ventilation system had to be especially adapted and focus had to be placed on minimising vibration and noise." the designers and the owners were able to collaborate effectively and the result is a fully equipped vessel that is also capable of long international voyages "Some of the challenges in the design process was due to the terminology used," said Jokioinen "Some of the terminology for passenger vessel rules and regulations required special interpretations there are not really passengers and crew onboard the vessel – only 'staff.'" Jokioinen added that many of the lessons the design team learned as regards incorporating a hospital onboard a ship can be used more widely in accommodating entirely new functions on future vessels The ship is also fitted with cranes for taking on containers with provisions and other equipment needed for periods of as long as 10 months in port An integrated Furuno bridge electronics package is installed along with automatic water mist systems from Semco and smoke/fire detectors from Consilium Personnel board and disembark via a specially designed gangway that is capable of adjusting to piers of various heights This feature enables the ship to berth at ports of various infrastructure layouts which then allows a greater number of people to access the health care facilities that are available on board The vessel is powered by a diesel-electric configuration consisting of four diesel engines The diesel engines also come with vibration dampening features to minimise disturbances in the surgical rooms and the other onboard hospital spaces "Diesel-electric propulsion was chosen to give us maximum flexibility utilising the total installed power," Mercy Ships' senior marine consultant Jim Paterson told Baird Maritime "The vessel will spend long periods at berth with low demand on actual propulsion Since we comply with passenger ship regulations the propulsion system must meet Safe Return to Port (SRTP) requirements." Paterson added that exhaust gas economisers are also fitted to heat thermal oil for all heating requirements In addition to functioning as a hospital ship Global Mercy was also designed to operate as a training platform for doctors The training spaces includes a simulation lab that can replicate local conditions and limitations in order to teach best practices in low-resource environments The ship is manned by 641 personnel including the core crew and medical professionals The ship services such as mess facilities are designed to host up to 950 people Other crew facilities include a 682-seat auditorium To maintain the cleanliness of the onboard environment the vessel relies on a specialised AC and ventilation system with energy recovery features advanced equipment for rubbish and hazardous substance disposal and filtering and treatment systems for converting AC condensate water into potable water The onboard comfort level was designed to conform to DNV's COMV V(2) passenger ships notation Global Mercy has been at the Port of Antwerp since early September and is being outfitted with IT and medical equipment installations and soft furnishings Mercy Ships volunteer crew will also begin to join the ship in stages during this phase The ship will commence regular hospital operations in 2022 and its main area of operations will encompass sub-Saharan Africa a region known to be lacking in critical surgical facilities See all the other content for Emergency Services Week here. Lloyd’s Register (abbreviated LR) has awarded Approval in Principle (abbreviated AiP) to the Estonian State Fleet for a new and advanced hydrogen fuel-cell ferry that the Finnish ship design and engineering firm Deltamarin designs The zero-emissions ferry will be operated between the islands of Saaremaa and Hiiumaa and the Estonian mainland on the Rohuküla-Heltermaa and Virtsu-Kuivastu routes that link the Baltic nation with the two largest islands is developing one of the most cutting-edge ferry designs to introduce one of the largest electric LR has approved the present design stage suitable for further design and headed by the Hamburg Technical Support Office LR is pleased to have served as a trusted adviser on this endeavour with the Estonian State Fleet to supply the Estonian government with an innovative battery-hydrogen-fuelled ferry for the Rohuküla-Heltermaa and Virtsu-Kuivastu routes This ferry will expedite the shift to low- and zero-carbon vessels and improve communication between Estonia and its central islands The company wanted to express our gratitude to parties involved in and backed the development of this cutting-edge ferry design It results from in-depth and extensive studies on end-user requirements the Director General of the Estonian State Fleet said the Estonian State Fleet is dedicated to spearheading innovation within the sector the firm has been assigned to develop a passenger vessel with high autonomy The benefits are considerable despite the problems typically associated with such a complex endeavour The benefits include significant cost savings The Estonian State Fleet is confident that such a strategic advantage will propel them to the top of their industry setting the benchmark for the rest to follow the Project Manager of the Estonian State Fleet said that receiving AIP from experts is valuable proof that the environmental and energy-efficient ferry with unique hydrogen-powered fuel-cell battery propulsion has no showstoppers for further construction Lloyd’s Register’s capabilities also ensure that this pioneering work that the company is doing is professional and competent Disclaimer : The information contained in this website is for general information purposes only While we endeavour to keep the information up to date and correct we make no representations or warranties of any kind suitability or availability with respect to the website or the information or related graphics contained on the website for any purpose Any reliance you place on such information is therefore strictly at your own risk In no event will we be liable for any loss or damage including without limitation or any loss or damage whatsoever arising from loss of data or profits arising out of Do you have info to share with us ? Suggest a correction Marine Insight News Network is a premier source for up-to-date and insightful coverage of the maritime industry Marine Insight News Network prides itself on delivering accurate Signup today and get maritime ebooks submitted to your inbox directly.  © 2010 - 2025 Marine Insight — All Rights Reserved We respect your privacy and take protecting it very seriously either observed and verified firsthand by the reporter or reported and verified from knowledgeable sources Translations may contain inaccuracies—please refer to the original content "The time is now ripe for a fundamental change in shipping," says Oskar Levander From his base at the Norwegian seaport city of Alesund the vice president for the marine technical wing of British manufacturer Rolls-Royce is talking about the future of the $450 billion global shipping industry Rolls-Royce Holdings (not to be confused with Rolls-Royce Motors) manufactures in a variety of sectors It believes that one day we will rely on fully unmanned ships for the transport of goods across the world's oceans "There is a growing social acceptance for remote-controlled or autonomous systems "The move to unmanned ships will be gradual probably coming first to waters within the jurisdiction of an individual state Early examples of unmanned ships are likely to be bulk carriers or cargo vessels transporting nonhazardous goods." head of the Blue Ocean development team at Rolls-Royce explains how a remote navigation system could work for ships as large as 600,000 tons: "The captain would sit at a shore location receiving real-time data from sensors over a secure communications link including a bird's-eye view of the vessel in relation to its surroundings." In other words a ship moving goods from Hong Kong to Los Angeles could be controlled from a facility in Topeka A major portion of the training for new ship captains already takes place on land developed advanced 360-degree bridge-simulator systems "These use complex mathematical models to provide the virtual world of a ship at sea and its response to control inputs," Jokioinen says "From there to using real inputs to generate the 360 view and control an actual vessel is a small step." Because human control of the ship is being moved from the ship's bridge to a remote cockpit on shore the responsibility of avoiding a collision remains in the hands of the captain rather than automated machinery The prospect of unmanned ghost ships navigating the world's sea-lanes remotely may sound like science fiction but the shipping industry has been seriously discussing the possibility for over 10 years Rising fuel costs in recent years have meant that slower (and therefore less fuel-consuming) voyages are more economical—but long journeys are less attractive to crew members so finding a willing crew can be difficult and very costly The industry estimates that 44 percent of freighter costs are associated with human crews and removal of the habitation space and life support that comes with unmanned systems will increase efficiency in each ship by up to 20 percent It predicts a corresponding 20 percent reduction in emissions the European Union has become so convinced of the inevitability of universally unmanned cargo freighters that it has invested $4.8 million to establish a project it calls MUNIN (Maritime Unmanned Navigation through Intelligence in Networks) "The main objective is to see how far we can automate all functions of the ship," says MUNIN Project Coordinator Ornulf Jan Rodseth we are looking to reduce crew numbers to perhaps one with much of the navigation burden being conducted on-shore I can see a time when maritime disasters are totally eliminated by automated technology." Defense Department's Tactical Technology Office (TTO) is developing the Anti-submarine warfare Continuous Trail Unmanned Vessel (ACTUV) but the advantages are much the same as the EU's Efficiencies are gained by stripping out human life support systems for a leaner machine is to "generate a vessel design that exceeds state-of-the-art platform performance to provide propulsive overmatch against diesel electric submarines at a fraction of their size and cost." The Navy already has four operational drone boats drone ship innovation could move swiftly from military to everyday commercial applications The International Chamber of Shipping (ICS) represents 80 percent of the estimated 100,000 ships that traverse the Earth's oceans The organization's director of external relations believes we will have a long wait before unmanned ships pass the concept stage "We're looking at around 20 to 30 years before we can realistically expect ships to be sailing without crew," Bennett says "There is the hurdle of current international legislation which strictly regulates minimum crew numbers reducing crew numbers is still controversial and there can be a tendency for humans to over-rely on technology then we need to rely on our age-old seafaring skills." Bennett says a system called e-navigation will launch in the next 10 years to automate the current vessel traffic management systems where the local coast guard tells the crew what it should be doing He acknowledges that those who believe ultimate control and accountability for a ship should remain with the captain and crew might find this unacceptable "Increased remote control of shipping is a very controversial subject," Bennett adds "This is a debate we expect to have over the next 10 years there is open opposition to the idea of automating the shipping industry on which 1.2 million jobs depend worldwide Jobs losses are not the only danger presented by crewless ghost ships principal consultant of Unmanned Vehicle Systems Consulting LLC points out that pirates might be a problem According to the International Maritime Bureau Piracy Reporting Centre there were 72 reported piracy incidents globally It's easy to imagine this number climbing with a proliferation of unmanned ships "There would be no human hostage situation from piracy," says Martin pirates might see the ships as easy targets Having no crew or guard to watch for and evade pirates would make piracy easier Robbers attack houses while people are on vacation or if a house seems unoccupied Pirates would in all likelihood attack unmanned ships." why not hypothesize that ones with security technology would be just as good as their navigation [piracy] wouldn't be a problem—you could literally run an electric current all the way through the ship because you wouldn't have to worry about the crew members on board," suggests Bennett He adds that the ideal unmanned ship would be designed and built without any crew cabins or support whatsoever anyway there'd be nowhere for them to live or operate from maybe geopolitics will catch up with the technology we'll all be enjoying world peace and won't have pirates anymore." Correction: An earlier version of this story errantly said that Rolls-Royce Motors was involved in making ships Newsletters in your inbox See all In the first of a two-part survey looking at maritime tech in 2023 today Splash identifies the potential big breakthroughs this year Tomorrow’s extended instalment will identify the likely tech disappointments in 2023 CEO and co-founder of artificial intelligence (AI) firm ShipIn Systems tells Splash: “Technology trends transforming the maritime industry come in various forms on the back of increased regulation and stakeholder pressure.” it is not surprising that many respondents chose to focus on shipping’s pressing carbon footprint issue as the most important tech topic in the coming 12 months thinks 2023 will be the year where the demand and supply equation will solve shipping’s greatest riddle – the choice of fuel for the next generation of ships “We are seeing an increase in traction for methanol and in my opinion this will be the year that methanol is embraced by the wider industry which includes shipowners suppliers like engine-makers and tank and infrastructure in the main bunkering ports,” Schou says Analysis from class society DNV shows methanol was the second most popular alternative fuel choice for newbuild orders last year after LNG In addition to a growing clamour for methanol-fuelled ships director of sales and marketing at ship designer Deltamarin expects that wind-assisted propulsion will gain more traction in 2023 both for retrofits and newbuilds Maritime has become a hot area for both entrepreneurs and investors “With increasing fuel prices and carbon taxation the payback times are expected to keep declining,” he says chief sales officer at Yara Marine Technologies also believes 2023 will herald market recognition of the importance of wind-assisted propulsion technology’s flexibility and versatility for shipping’s future Shipping’s initial hesitation to incorporate wind propulsion technology has waned in the last few years as fuel availability and prices pose a growing challenge discussions of future fuels indicate that while progress is being made mainstream uptake is unlikely to occur before the incoming 2030 deadline for emissions targets Askeland says shipping needs to consider the potential costs associated with future fuels when it comes to infrastructure and retrofitting “together with a growing need to consistently reduce emissions wherever possible suggest that wind-assisted propulsion technologies can and should take centre stage this year.” chief commercial director at Bureau Veritas Marine & Offshore believes shipping already has a great deal of technology available to address the principal challenges it faces of decarbonisation and the need for less carbon intensive ships “is not only a greater adoption of existing digital technology and energy efficiency devices and systems in ship design in retrofitting and in onboard operations – but also a radical change in how we work together as an industry to share and make sense of data.” We need a radical change in how we work together as an industry to share and make sense of data Like many other respondents Frørup reckons 2023 is shaping up to be big for wind propulsion systems and a year when projects such as green corridors will show how technology and collaboration can play their part in decarbonising specific routes and bringing together industry pioneers in new multiparty contractual relationships for mutual benefit “Where we need breakthroughs is in incentives in industrial scale projects and in capturing and using data while knitting together the interests of designers banks and insurers to drive technology adoption emerge in a virtuous circle,” says the class society executive tells Splash: “This is the year that maritime will really embrace the power of data given the entry into force of the International Maritime Organization’s Carbon Intensity Indicator (CII) and the Energy Efficiency Existing Ship Index ((EEXI) operators will be gathering data about their fuel consumption and emissions to optimise vessel operations.” director of sales at New York-based AI specialist Nautilus Labs says that from a commercial perspective it will be inevitable to forge stronger collaboration between owners and charterers especially with CII now being in effect “Owners and charterers will have to rewrite their thinking of efficiency unbiased technology will enable them to generate a win-win situation Green shipping was only fractionally ahead of the envisaged communications revolution in this year’s Splash’s maritime tech survey is by no means alone in reckoning the biggest change to hit shipping this year tech-wise will come from the integration of low Earth orbit (LEO) satellite services and their first applications for maritime users “We are currently testing both Starlink and OneWeb so full commercial availability will not happen immediately but the levels of interest we are fielding from customers suggest it can’t come fast enough,” Olsen reveals and former head of brands such as Wallem and Inmarsat Maritime is someone who regularly bemoans the industry’s lack of innovative spirit the one area where he thinks shipping might see some change this year is the disruption of satellite technology services but it is not yet mature enough and their marketing is a mess bandwidth and provide a confusing story at the current time,” Coles says Incremental improvements by being integrated I think there will be no such thing as a single technical breakthrough in 2023 but a combined effect of many incremental improvements,” predicts Tor Svanes a Norwegian vessel performance software firm “Well-integrated and optimised solutions will continue leading the maritime technology industry developments this year Those integrated solutions will increasingly gain terrain against standalone products,” he predicts arguing that maintaining several standalone systems is too demanding in operations and service compared to quickly evolving integrated systems reckons 2023 might be the year where maritime’s siloed nature finally gets solved “The big breakthroughs I see coming through this year are in bringing a hitherto disparate technology landscape together By integrating applications and overlaying multiple data sets we will start to identify opportunities for incremental gains across operations,” Zanzinger says Owners and charterers will have to rewrite their thinking of efficiency customer success leader at data provider Spire Maritime is one of many people polled by Splash who argues that consolidation in the maritime tech industry in the form of more acquisitions will be a very important trend to keep an eye on in 2023 believes the technology surrounding AI will begin to truly shape the direction of the industry this year and utilisation in a way never seen before suggests there is a huge opportunity for the industry to refocus its digital journey by employing the knowledge and valuable viewpoints of those that are at the very heart of it: the seafarers “Seafarer-reported data could potentially be the key that unlocks the efficiencies the industry is so desperately seeking,” Mark argues “Vessels and their shore-based teams are at the mercy of ports and terminals whilst undertaking cargo operations with little to no data flowing to enable a fully optimised port call.” “In 2023 the phrase of the year will be supply chain resilience,” predicts David Levy from New York-based OrbitMI “Maritime has become a hot area for both entrepreneurs and investors not to mention increasing its profile in the public’s mind we’ll continue to see significant activity in the maritime tech space in terms of M&A consolidation and new entries and you can expect at least one non-traditional player to make a major investment in maritime as a strategy to shore up supply chain resilience,” Levy predicts suggesting this could be a global retailer Stay tuned for tomorrow’s 2023 maritime tech disappointments instalment. For all the latest shipping tech news, check out our dedicated coverage here It might be useful to capture all of the above and review the key items in a year’s time to validate (or not) them This is a good summary of many green & tech related items I’m very skeptical about AI’s disruption as AI does not provide foolproof solid predictions & recommendations that an industry like shipping would expect and emission measurement will gain traction The software associated with these will need validation & verification as to whether they are doing the right thing and doing things right every player in the industry should come together to make things happen even if means a bit of loss of their profit For consultations on Software Testing & Quality Don't have an account? Berge Bulk has selected Deltamarin to carry out the ship side basic design for installing BAR Technologies WindWings by Yara Marine Technologies onboard the 210,000dwt bulk carrier Berge Olympus. Deltamarin has earlier carried out ship side concept design of the retrofit including the needed analyses for structural matters, stability, other ship integration related issues and sea keeping. Basic design work is direct continuation of the project and includes preparation of the design documents needed for class approval for the retrofit. Esa Jokioinen, Sales Director of Deltamarin, said: “We are excited to continue this project together with Berge Bulk, BAR Technologies and Yara Marine and look forward to seeing the sails in operation next year. Wind has a great potential for decarbonisation of both existing ships and newbuilds and we are very proud to work with these companies that are determined to make it a reality”. Daniel Chin, Berge Bulk’s Innovation Projects Management Lead, said: “BAR’s WindWings system presents enormous promise, but also enormous challenges. We are confident that Deltamarin’s experience and familiarity with wind propulsion technology makes them our ideal integration partner to execute the installation of BAR wings onto our vessels.” Ships monthly is published every month and has a cover price of £4.99 © 2024 Kelsey Media Ltd. Kelsey Media Ltd, Registered No. 05822990, is a trading name of Kelsey Publishing, Registered No. 02387149. sunny and dry in AprilLast month Finland experienced a high temperature of 21 degrees a record-breaking amount of sunshine and less rain than normal Open image viewerImage: Henrietta Hassinen / YleYle News3.5.2023 11:04The month of April was warmer and sunnier than normal in Finland, with the national average temperatures about one degree Celsius higher than usual, according to the Finnish Meteorological Institute (FMI). This follows a warm start to the year The highest temperature of the month was 21 degrees Celsius which was recorded on April 26 in Lappeenranta in south-eastern Finland The FMI said that April was particularly warm in the south and south-eastern regions with Jokioinen in the Häme region reporting an average temperature of 4.8 degrees Celsius Last year the average in the region was 2.6 degrees Celsius Many of the FMI weather observation stations also counted a record-breaking number of sunshine hours in April Kotka reported 306.2 hours - the station’s highest ever number - when the usual amount is around 100 hours less Rovaniemi and Jokioinen all witnessed unprecedentedly bright skies as well Apart from Pohjanmaa and Kainuu regions where rain was heavier than on average most weather stations across the country reported only 10-30mm of rainfall - something that only occurs every five to ten years according to the FMI the companies will be seeking for opportunities and solutions to serve the future needs of Greek shipping but now with a broader customer service profile we can fulfil customer expectations with comprehensive and customised solutions The experience and knowledge of both companies provide a solid foundation for good cooperation Sales and Marketing Director of Deltamarin says: “The companies have worked together in the Greek market already since the 90’s and our cooperation has always been very smooth and effective With the upcoming new emission regulations and strong focus on improving the performance of ships there will be a demand for both upgrades and new designs in the market We look forward to strengthening our presence in Greece together with Technava who we trust as a partner to bring our sales and marketing closer to the local clients.” continues “We are proud to work with Deltamarin as a partner who has proven to provide ‘future proof’ ship designs We would also like to take this opportunity to congratulate Deltamarin on the approval of Norwegian classification society DNV for an innovative LNG-fueled Pure Car and Truck Carrier (PCTC) design along with GTT Our company’s primary goal is to provide Greek Shipowners with sustainable solutions that lead to more environmentally friendly vessels that meet the new stricter emission targets Deltamarin’s expertise in providing holistic solutions can certainly support our customers on their decarbonization path” Document signing celebration with Technava Top News,Events CSN is excited to announce the launch of a new high-level event that will be happening yearly ‘The 1st CSN Greece Shipping Debate’ Top News,Cyprus C.M.C.L Cyprus Marine Club Limited (CMC) hosted Members Get Together with a presentation from Mr Top News,Greece In the face of unpredictable provisioning costs and longer lead times MCTC has reinforced its commitment to supporting vessel… World,Word newsletter The British International Freight Association has launched a cargo community advisory body which will undertake a lot of the activity previously… Design & Development by P.KAN.DESIGNER Design & Development by P.KAN.DESIGNER