Blog
Welcome to the ST Blog, where you’ll find news
and information on the global ocean technology industry.
Want to receive ST Blog posts in your inbox? Subscribe.
Learn more about Sea Technology magazine.
Subscribe to the print magazine.
Subscribe to Sea Tech e-News, a bi-weekly newsletter.
Vietnam Marine & Offshore Expo, Nov. 19-21
The Vietnam Marine & Offshore Expo will take place November 19 to 21, 2025 (VIMOX 2025) at the Adora Cente in Ho Chi Minh.
Vietnam is ranked fifth globally in shipbuilding and is a key maritime hub in Asia.
The event will bring together leading international companies and industry experts to showcase cutting-edge innovations and sustainable solutions in shipbuilding and maritime industries. VIMOX 2025 will also feature a collaboration with Offshore Wind Vietnam Expo to drive innovation, foster business connections and promote the future of sustainable maritime technologies.
Highlight of VIMOX 2025 include:
- Shipbuilders Pavilion: a dedicated space showcasing top shipbuilders and maritime
suppliers. - Networking lunch for ship builders and shipowners: exclusive opportunities to connect
with key industry players. - Shipyard facility visit: a behind-the-scenes look at Vietnam’s leading shipbuilding
facilities. - Maritime conference: featuring expert discussions on industry trends, challenges and
opportunities. - Shipbuilding and maritime technology seminars: exploring the latest advancements
shaping the industry’s future.
Farewell from Sea Technology
Sea Technology Publishers Charles H. Bussmann (Left) and Amos C. Bussmann (Right)
To the Sea Technology community:
We have tough news: After 62+ years in business, ST will cease publication permanently. October 15 is the final day of operation.
The website will remain live until October 2026. The digital archives will be available through the site during this period.
We want to thank all of you for your support and engagement over the decades. You have been invaluable, and it has been our pleasure to serve this community.
–The Sea Technology staff
Case Study: Coral Bleaching in Mauritius
By Dr. Anusha Devi Nawoor • Dr. Nora von Xylander
Coral reefs are among the most diverse and valuable ecosystems on Earth. These vibrant ecosystems support more than 30 percent of marine biodiversity, providing essential ecosystem services that sustain more than 500 million people worldwide and contribute an estimated global economic value of approximately $10 trillion per year.
These ecosystems face a constant threat from coral bleaching. Coral bleaching occurs when stressed corals expel the symbiotic algae (zooxanthellae) that resides within their tissues. This not only robs them of their vibrant colors but also deprives them of their most essential source of energy, making them susceptible to starvation, disease and mortality.
The primary driver of coral bleaching is marine heatwaves caused by climate change, with high light intensity and rising sea surface temperatures (SST) acting as major stressors. The frequency and intensity of marine heatwaves have increased in recent decades, resulting in more frequent and severe coral bleaching events on a global scale. In 2015, the world experienced a third global coral bleaching event. During this period, maximum heat stress levels reached Alert Levels 1 and 2, indicating prolonged exposure to temperatures ≥ 4 to 8° C above normal per week, a threshold known to trigger mass bleaching.
NOAA reported the fourth global bleaching event at the start of 2024. This unprecedented event comprised record-breaking SSTs, with values exceeding 20° C heating weeks in several locations across the Indo-Pacific. The severity of this event forced NOAA to introduce two new bleaching alert levels (4 and 5), as previous scales were insufficient to capture the extent of coral loss. Alert Level Five signifies near-total mortality.
At present, the full extent of the fourth global coral bleaching event remains uncertain, but what is clear is that inaction is not an option.
Case Study: Mauritius
Coral bleaching is a major concern for Mauritius, an island nation in the Indian Ocean that reies heavily on its coral reefs for coastal protection, marine biodiversity and tourism. The rise in ocean temperatures and increased frequency of coral bleaching events due to climate change has increasingly affected local reefs.
The rising SSTs, particularly during El Niño and positive Indian Ocean Dipole events, have triggered severe bleaching in Mauritius (i.e., 1998, 2006, 2016 and 2024), with even small anomalies (≥1° C) causing mass coral bleaching. Since 2003, SSTs around Mauritius have risen by 0.16° C per decade, surpassing the bleaching threshold of 27.5° C and diminishing coral fitness. Ocean acidification (OA), driven by increasing CO₂ levels, further compromises reef resilience. Declining pH levels at sites such as Bel Ombre, Bambous Virieux, and Trou aux Biches may reduce calcification rates and impair reef formation, affecting not just corals but all calcifying marine species. Rising sea levels in Mauritius, which averaged 3.8 mm per year from 1987 to 2014, further amplify coastal erosion and flooding. These changes impact shallow fringing reefs due to sediment shifts and changes in tidal dynamics. Cyclones present a double-edged sword. While they can reduce thermal stress through water mixing, they also cause mechanical damage, smothering corals with debris and sediments. As cyclone frequency and intensity increase, the damage to already stressed reefs becomes harder to reverse. These stressors create damaging feedback loops. Bleached corals become more susceptible to disease and algal overgrowth, especially in overfished and nutrient-rich areas. Dead coral structures are quickly colonized by algae, further hindering recovery. Sediment and pollution exacerbate these effects, while predator outbreaks such as crown-of-thorns starfish (COTS) delay natural regeneration. The interplay between these climate stressors combined with local human activities, such as coastal development, agricultural runoff, and fisheries pressure, further weakens coral reefs and inhibits their recovery.
Mauritius: Coral Bleaching History
Mauritius experienced its first recorded mass coral bleaching in 1998 during the strongest El Niño on record, when SSTs rose by 1 to 1.5° C, disrupting heat-sensitive zooxanthellae and resulting in bleaching corals. Mortality was generally below 10 percent at most sites, with the highest bleaching (38.6 percent) in the south at Le Bouchon. The comparatively low impact, especially compared to >90 percent mortality in parts of the Seychelles and Maldives, was attributed to cyclonic activity cooling surface waters and reducing solar exposure. Vulnerability was greatest in shallow, poorly flushed lagoons, while deeper or well-circulated lagoons had higher survival.
In January 2005, reef surveys at Ile aux Aigrettes, Flic en Flac, Grand Baie, and Bel Ombre found live coral cover generally under 5 percent at most sites, except Bel Ombre, which had nearly 100 percent cover and high species diversity. Key threats included: nutrient pollution, algal overgrowth, cyanobacterial mats and predation by COTS. Recommendations included: improved wastewater treatment, effluent reuse, coral restoration, shoreline protection and long-term monitoring. By April to May 2006, monitoring showed recovery from the 2005 bleaching, with most sites returning to pre-bleaching conditions, except Totor in northern Rodrigues, where 15 percent standing dead coral, turf algal dominance, and limited coral recruitment indicated impaired recovery.
During the third global bleaching event in 2016, Mauritius was again less severely impacted than some other Western Indian Ocean nations. Thermal stress began in mid-December 2015, peaking at 16° C heating weeks between late March and May 2016. Over 40 percent of corals were partially bleached, with severe impacts (more than 65 percent affected) at Belle Mare, Flic en Flac, and Île aux Bénitiers, while Blue Bay, Bel Ombre, and Mon Choisy experienced less than 15 percent bleaching. Severe bleaching peaked in March to April, with about 35 percent of observations reporting more than 50 percent bleaching, but mortality was low at monitored sites, such as Anse la Raie Lagoon, where coral cover remained stable (approximately 35 percent) from 2013 to 2017. The absence of a national post-event survey limits the accuracy of mortality estimates, particularly for Rodrigues, where losses were reportedly high.
The 2024 global bleaching event, driven by a strong El Niño and positive Indian Ocean Dipole, brought severe thermal stress to much of the Western Indian Ocean. In Mauritius, bleaching was reported as moderate, with some sites showing medium to high severity, though data submissions were fewer compared to neighboring countries. Regionally, 73 percent of observations showed moderate to severe bleaching, and 9.9 percent of reefs experienced high mortality. While site-specific mortality data for Mauritius remain limited, approximately 80 percent of reefs in the region were affected, underscoring the urgent need for ongoing monitoring, targeted conservation and climate adaptation measures.
Outlook for Coral Reefs in Mauritius
The reported coral bleaching events have brought Mauritius’ reefs to a tipping point. While isolated signs of resilience persist, compounded impacts from warming seas, pollution, and coastal development continue to undermine reef recovery. Without sustained intervention, Mauritius risks losing its reefs’ critical ecosystem functions. In response, Mauritius is actively working on a range of coral reef conservation initiatives focused on restoration, community engagement, policy and technology. Key efforts include the Tech4Nature initiative (Huawei and IUCN), which uses nursery-grown coral fragments and real-time monitoring to rehabilitate degraded reefs, and the Adaptation Fund, a program aimed at selecting heat-tolerant corals to restore climate-resilient reefs in Mauritius and the Seychelles. Community-based coral culture projects, led by the Mauritius Oceanography Institute and the Nairobi Convention’s WIOSAP, train locals in reef restoration while supporting sustainable livelihoods. The establishment of marine protected areas (MPAs), such as Anse la Raie, and the use of digital monitoring tools strengthen current efforts. These combined strategies are critical to enhancing the resilience of Mauritius’s reefs in the face of escalating climate pressures.
However, local and global stress factors attacking Mauritius’s coral reef system must be comprehensively assessed and optimally managed for the sustainability of reefs. Natural sources such as cyclonic conditions have occasionally helped to lessen the bleaching to some extent, but constant anthropogenic impacts make recovery challenging. Higher carbon emissions and consequently higher global temperatures require immediate intervention to reduce the effects on and promote the successful adaptation of corals.
Without addressing root causes, the survival of coral reefs worldwide remains at serious risk. To secure long-term reef resilience, local measures must be paired with more global science-based restoration efforts and urgent action on climate change. Mauritius’s reefs reflect a broader global trend: recovery windows are narrowing, and without transformative change, future bleaching events may push these fragile ecosystems beyond their capacity to recover.
Dr. Anusha Devi Nawoor is an environmental scientist at Tunley Environmental.
Treasures, Shipwrecks and the Dawn of Red Sea Diving
By Howard Rosenstein
My diving career had a unique beginning. In 1968, at the age of 21, while skin diving off the ancient Roman harbor of Caesaria along Israel’s Mediterranean coast, I noticed something glittering on the seabed. Freediving down to investigate, I picked up the shiny object, along with a handful of sand. As I surfaced, the sand filtered through my fingers, leaving in my palm, a 2,000-year-old Roman gold coin, the first of many I would find over the next few years. With money from the sale of some of these coins, I started my diving business in 1970 at the age of 23.
By 1972, my Mediterranean Diving Center had become successful, and I decided to open a branch at the oasis resort of Neviot beside the Red Sea on the Sinai Peninsula. A year later, I relocated to Na’ama Bay in Sharm el Sheikh, Egypt, in the southern Sinai.
The road from Eilat to Sharm el Sheikh along the Red Sea was completed in 1972, the year I began my business. The Sinai at the time was a remote, isolated place, populated by Bedouin communities and several hundred Israelis, some of whom helped establish tourism-based settlements in Nuweiba, Dahab, and Sharm el Sheikh.
Throughout history, the Sinai Peninsula has been a battleground between regional powers, most recently, between Egypt and Israel, with major wars in 1956, 1967, and 1973. When we started our diving operations, remnants of these conflicts lay scattered throughout the landscape, in stark contrast to the area’s beauty above and below the Red Sea waters. We used to gear up in the shadow of abandoned Egyptian tanks on the shore next to Ras Muhammad National Park as late as 1974.
In the early 1970s, conditions were basic, and simple accommodations and limited tourism infrastructure characterized the holiday experience. The first customers to dive with us in the Red Sea were students and certified divers from our Mediterranean Diving Center/Red Sea Divers, as well as local dive enthusiasts.
My business got its first big break when National Geographic ran a cover story by Dr. Eugenie Clark, with photography by David Doubilet, featuring our diving operation in September 1975. That article and additional media coverage helped attract divers initially from Europe, later from the U.S., and eventually from all over the world. The business continued to grow.
2,000-year-old Roman gold coins.
When we started, all dive sites were virgin, with many sites easily accessible from the shore via small boats. We were among the first lucky ones to discover, explore and share them. With so few diving operations in the area, our divers and staff had most of the sites to themselves, something hard to fathom these days, when it’s common to have tens of dive boats moored over the more popular dive sites.
When Egypt took control of the Sinai in April 1982, there was only one hotel, three diving operations, and fewer than 10 dive boats in Sharm el Sheikh. Live-aboard diving safaris were introduced in the early 1980s, and I expanded into this activity.
During my 50 years in the diving business, I have had many memorable experiences. One of the most unusual was a dive down into an ancient Bedouin well at Saint Catherine’s Monastery at the foot of Mount Sinai. The purpose of the dive was to extract a broken water pump damaged in a flood. My dive was down a 20-m-deep well at an altitude of 1,500 m. I had never dived at altitude and was totally unaware of the decompression effects. While diving into a dark hole in the earth at the foot of Mount Sinai, I got tangled in the wires and pipes of the pump and was barely able to extract myself and emerge with the pump. I succeeded–but I almost lost my life in the process.
In the early 1970s, with all the incredible diving in the Red Sea, one diving attraction was missing: a shipwreck. We tried for years to find one, and then, one day, a local Bedouin fisherman hinted at a wreck out in the Suez Gulf, beyond our usual expedition area. Our search led to the discovery of the wreck of the SS Dunraven, a British steamship that ran aground in 1876 and sank at the Sha’ab Mahmoud Reef. There is nothing more thrilling than finding a virgin wreck, lying untouched on the seafloor for 100 years.
Over the past half-century, the Sinai has become one of the most sought-after dive destinations in the world, with tens of thousands of divers and hundreds of dive boats. There is stringent conservation policy, first instituted by the Israeli administration in the 1970s and followed by the Egyptian administration. But the significant increase in diving activity and the construction of large hotels and resorts along the shore has affected the quality of diving, with the pelagic fish and sharks much less evident than in the early years of Sinai diving.
The Red Sea region has been plagued by geopolitical and security challenges ever since we started our operations. The 1979 peace treaty between Israel and Egypt ushered in a new era for Sinai diving, leading to continued, though uneven, increases in business. Whenever the region was clouded in conflict, business would drop dramatically. Yet, somehow, the area rebounds; the tourists return, and business flourishes again, at least until the next round of conflict.
I managed to operate in this climate for 25 years, but, ultimately, due to political tensions, it became too risky and challenging to run the type of high-end operation that we had established. I closed my live-aboard business in 1997.
Diving the Red Sea during the pioneering period of exploration was among the very best years of my life.
Howard Rosenstein’s memoir is available at www.olympusdive.com and Amazon.
How Hydrogen Technology Supports the Energy Transition
An overview of the considerations when developing green fuel projects.
By Richard Colwill • Alexander Tancock • Warner Priest
Shipping is faced with a supply problem, not just the perpetual concerns about suitably qualified and experienced personnel, or container supply and distribution, but also a new challenge on the near horizon. The measures agreed upon at the April 2025 International Maritime Organization Marine Environment Protection Committee meeting (IMO MEPC 83) require a transition to low-carbon fuels that may not be available in the quantities needed to meet future emission reduction targets.
The MEPC 83 agreement, when formally adopted in October 2025 as expected, will chart a course for international shipping that requires the use of lower (LNG or e-methanol) or zero (blue or green ammonia) carbon-emission fuels. Modeling of the future MEPC 83 landscape suggests that from the mid-2030s ammonia is likely to be the least-cost option, either of the “blue” (where carbon is sequestrated) or “green” (developed from hydrogen electrolysis, powered by renewable energy) variety.
It’s worth noting the basic time scales involved in the emerging fuels market: Developers seek 10- to 15-year offtake agreements with the shipping industry. Meanwhile, the shipping industry takes three to four years to build a vessel for a 25-year operating life, while eight to 15 years are required to create major supply for a 25- to 50-year investment period.
“The development of the value chain for e-fuels cannot be delayed until the late 2030s if it is to reach technological and commercial viability in time for full scale up,” according to the Getting to Zero Coalition maritime forum.
Project Development
InterContinental Energy was created more than a decade ago to address the fundamental questions of where the large-scale renewable energy sites of the future should be located and how they can be developed. The company recognizes that if a significant proportion of fossil fuel were to be displaced globally, then renewable energy sites of significant scale would be required to support direct electrification and e-fuel creation. This global search requires assessment of: wind and solar resources; population distributions; environmental values mapping; and industrial and project capability.
Three initial projects have been developed from the initial global assessment, focused on remote coastal desert sites: the Australian Renewable Energy Hub (AREH) in Western Australia; the Western Green Energy Hub (WGEH) in Western Australia, in partnership with the Mirning Traditional Owners; and Green Energy Oman (GEO) in Oman, in partnership with Shell.
The InterContinental Energy portfolio represents some of the largest and most ambitious projects in the world. Yet, the targeted capacity of 8 million tonnes per annum (MTPA) of green hydrogen production to be brought online between 2035 and 2050 is only a small portion of the current bunker fuel market, which is around 250 to 300 MTPA. Successful development of many other projects worldwide will be needed to meet global demand for e-fuels—of which the maritime industry will be only one customer.
The key steps for e-fuels project development include: site selection, with an overview of opportunities and constraints; resource validation, including wind and solar monitoring; land negotiation with government and traditional owners/users; environmental impact review; engineering to define, develop, and deliver viable concepts; and offtake agreements to develop fully bankable projects.
These steps are similar to large-resource oil and gas projects, particularly the establishment of the LNG industry. However, the e-fuels industry is new, and while its protagonists may be traveling a well-trod path, there is a requirement to educate authorities, regulators, stakeholders, and investors on the opportunities and challenges of this new industry.
InterContinental Energy is now well along this path, with projects set to receive final investment decisions by/around the 2030s that will ensure large-scale supply from the mid-2030s onward. Such projects will provide key stability for the marine industry, where fuel volatility in the last three years has seen very low sulphur fuel oil pivot between $500 and $1,100 USD per tonne. Development of such e-fuels projects allows customers to lock-in fuel price with zero-carbon characteristics for the long term, making shipowners future-proof against anticipated tightening of emission standards.
The P2(H2)Node system co-locates giga-scale hydrogen production with wind and solar farms. At scale, the resulting fuel will contribute to the maritime energy transition.
The Opportunity and Challenge of Scale
While large projects, such as InterContinental Energy’s AREH, WGEH, and GEO, offer the opportunity to meet the demands of the marine industry at scale, they have intrinsic challenges and tensions. There is a gap between how the first phase of a project can be credibly and competitively developed and the best arrangement of the final project to deliver maximum competitiveness.
This gap is linked to investments that are made in overcoming initial logistical and economic hurdles associated with scaling supply chains, optimizing production costs, and addressing storage and transport challenges.
To tackle these issues, InterContinental Energy has developed the P2(H2)Node. Just as standardized shipping containers revolutionized the global shipping industry, the P2(H2)Node’s standardized architecture could streamline the green hydrogen industry by replacing bespoke projects with a uniform architecture. Removing complexity and increasing repeatability will ensure all projects can access the lowest cost of production.
Conventional centralized models require expensive electricity transmission, leading to energy losses and inefficiencies. The patented P2(H2)Node system flips this model by co-locating giga-scale hydrogen production with wind and solar farms, ensuring power is used where it’s generated and the highest power efficiency and least-cost fuel product can be obtained, within a development model that permits expansion to meet shipping’s significant future demand.
Key advantages of the P2(H2)Node architecture include: up to 10 percent less CAPEX through standardization, modularity, reduced electrical infrastructure, and reduced storage requirements; up to 10 percent more efficiency through design optimization and elimination of very-high-voltage power equipment; and built-in energy storage to allow for more consistent flow delivery to customers via line packing of hydrogen pipelines.
Taken together, this system lowers production costs by 10 to 20 percent; builds sustainable supply chains; and will enable faster large-scale hydrogen adoption for industries such as green iron, fertilizers, global shipping, and aviation fuels.
Pioneering Hydrogen Hub
Showcasing the early development of hydrogen production, the P2(H2)Node architecture serves as the backbone of Australia’s groundbreaking Western Green Energy Hub (WGEH), set in the southeast of Western Australia. This project, which may ultimately expand across 22,000 km2 of tableland, will be developed in multiple phases to match demand for green hydrogen and ammonia exports.
Its scale, with ultimate buildout to 28 MTPA of green e-fuels capacity, positions it as the world’s largest and most cost-efficient green e-fuels hub. With the support of newly announced Australian government hydrogen incentives, WGEH is projected to drive down production costs for green ammonia below $650 USD per tonne from the mid-2030s, unlocking competitive zero-carbon fuel provision. This ability to provide large volumes of competitively priced e-fuels is a key part of the puzzle as the marine industry seeks to navigate the challenges of long-term vessel and bunkering investments.
P2(H2)Node architecture is the backbone of Australia’s groundbreaking Western Green Energy Hub.
Conclusion
The bunker fuel market is on the cusp of a major transformation as a result of the MEPC 83 agreement; however, this transition depends on scalable, cost-effective production of alternatives, particularly the development of fully “green” e-fuels developed from renewable energy.
InterContinental Energy’s development of an extensive project portfolio and the P2(H2)Node solution offers a global, scalable, cost-efficient model for providing green molecules to the hard-to-decarbonize, heavy-industry marine sector. Such initiatives and the support of far-sighted investors and customers will be instrumental to ensure a sustainable and efficient energy transition.
Richard Colwill is the head of engineering and innovation at InterContinental Energy.
Alexander Tancock is the CEO of InterContinental Energy.
Warner Priest is the midstream director at InterContinental Energy.
World’s First Full-Scale CCS Deployment on a Seagoing Vessel
Wärtsilä’s onboard CCS technology is installed aboard Solvang ASA’s ethylene carrier Clipper Eris. This is the world’s first full-scale CCS deployment on a seagoing vessel, designed to capture more than 70 percent of carbon dioxide from all onboard combustion sources.
By Sigurd Jenssen
Shipping is at a crossroads. It moves more than 80 percent of global trade, yet it produces around 2 percent of global greenhouse gas emissions. Without intervention, those emissions could rise by as much as 45 percent by 2050, even as other sectors decarbonize. The International Maritime Organization (IMO) has set clear milestones: a 20 to 30 percent reduction in emissions by 2030; 70 percent by 2040; and net-zero by 2050. The EU has added its own measures, including the Emissions Trading System (ETS) and FuelEU Maritime, that place a direct price on carbon.
For shipowners, carbon-neutral fuels, such as green methanol or ammonia, remain expensive and scarce, with supplies unlikely to meet full industry demand for at least a decade. Against this backdrop, Wärtsilä’s onboard carbon capture and storage (CCS) technology offers a proven pathway to slash emissions today. Installed aboard Solvang ASA’s 21,000-cubic-m ethylene carrier Clipper Eris, this is the world’s first full-scale CCS deployment on a seagoing vessel, designed to capture more than 70 percent of carbon dioxide from all onboard combustion sources.
How the System Works at Sea
Wärtsilä’s system comprises several stages or modules: exhaust gas pre-treatment, chemical absorption, desorption, liquefaction and storage. These stages can be tailored for different fuel types and capture rates. Exhaust gases from the main and auxiliary engines, as well as the boilers, are cooled and scrubbed to remove SOx, NOx, and particulates, achieving reductions of over 97, 80, and 90 percent, respectively. The cleaned stream enters an absorber tower, where an amine-based solvent captures the carbon dioxide. This blend was selected for its stability across fuel types, low degradation rate, affordability and global availability.
Once saturated, the solvent passes to a desorber, where captured CO2 is stripped using heat recovered from the ship’s systems to reduce additional fuel burn. The stripped CO2 is compressed, liquefied, and transferred to onboard tanks; in Clipper Eris’s case, two 360-cubic-m units mounted on deck to avoid cargo disruption. This configuration supports roughly 14 to 20 days of operation before offloading. The system handles up to 50 tonnes per day on Clipper Eris, with Wärtsilä’s Moss, Norway, test center confirming 10 tonnes per day under controlled conditions.
The installation connects to every combustion source on board, the 7,100-kW main engine, auxiliaries, and boilers, without requiring modifications to the prime mover. Operational results have shown consistent capture rates above 70 percent during typical voyages and peaks exceeding 90 percent during low engine loads. Energy integration has been a critical part of the design. Total electrical demand equates to roughly 8 to 10 percent of propulsion power: 3 to 5 percent for the carbon capture processes and 6 to 8 percent for CO2 liquefaction. Thermal demand sits at around 35 percent of the capture cycle’s energy needs, largely offset through heat recovery systems. Engineers continue to refine solvent formulations and heat integration to lower this figure, with ongoing testing at Moss aimed at extending solvent life and further reducing parasitic loads.
Wärtsilä’s Moss, Norway, testing facility has validated the system under more than 5,000 operational hours, trialing multiple fuel types, including heavy fuel oil and marine gas oil, as well as simulations of exhaust from LNG and methanol, to confirm solvent stability and capture efficiency across a range of load conditions. Testing also validated tank insulation standards designed to prevent boil off during extended voyages, which is critical for operators trading globally who may not discharge CO2 for several weeks. Solvent degradation rates have been kept under control by reclaim systems that filter contaminants and recycle usable solution, extending operational life and lowering consumable costs over time.
How a carbon capture system works.
Engineering and Design Challenges
Unlike industrial carbon capture systems, which benefit from stable flows and unlimited space, maritime CCS must operate within compact footprints and variable conditions. The absorber towers on Clipper Eris use a counter-current packed column design, where upward flowing exhaust gas meets downward flowing solvent over structured packing that maximizes contact area. This configuration ensures high capture efficiency even as exhaust characteristics change between heavy fuel oil, LNG, and methanol operations. The tower’s internals are fabricated from corrosion-resistant alloys.
Liquefaction follows a staged compression process, stepping CO2 up to storage pressure before cooling to roughly -26° C. Each stage recovers heat for reuse elsewhere in the system, cutting electrical demand. Automated controls balance compressor loading and heat integration dynamically, so energy use remains proportional to capture volume. Crew monitoring is simplified by integrated dashboards showing solvent levels, capture rates, and tank fill status, enabling operators to maintain performance through routine checks rather than constant oversight. Filtration and reclaiming systems extend solvent life, reducing the frequency of top ups and waste generation.
Wärtsilä’s system is built to cope with the realities of life at sea. Skid-mounted absorber and desorber units are reinforced to handle constant vibration and ship motion, while flexible piping and shock absorbing supports limit stress on key components during heavy seas. Fluctuating CO2 concentrations in exhaust streams, caused by changing engine loads, are addressed through adaptive automation that adjusts solvent flow rates and desorption energy input in real time, keeping capture steady. Crew involvement is kept to a minimum by intuitive interface that consolidate key data, enabling quick decisions without specialist training. These design choices make continuous CCS operation feasible even for vessels with small crews and long voyages. Wärtsilä’s approach also allows systems to be broken into smaller skid-mounted subunits for ships with restricted deck space or power budgets, making phased retrofits viable on more constrained vessels. Tank insulation and cryogenic management were optimized through multi-layer insulation and active boil off control, preventing evaporative losses even in warm climates. Heat recovery from economizers and jacket water circuits reduces auxiliary boiler load and helps offset the roughly 35 percent thermal energy requirement for desorption. These design refinements mean CCS can be integrated without disrupting propulsion efficiency or voyage economics.
Scaling CCS Across Fleets
Early adopters, across emissions reduction technologies, are targeting their most carbon-intensive ships first, typically large tankers, bulk carriers, and gas carriers, to achieve the greatest reductions in both emissions and carbon cost exposure. These vessel types offer more deck space and higher power availability, making the integration of absorber towers, cryogenic tanks, and liquefaction systems for CCS simpler and less intrusive on cargo operations. The sectional nature of Wärtsilä’s system allows subsequent installations to benefit from shorter lead times and economies of scale, as major components can be prefabricated and tested ashore before delivery.
Fleet strategies are evolving toward averaging, where operators balance CCS-equipped vessels with non-equipped ships to achieve portfolio-wide emissions targets. Rather than retrofitting every ship, some owners are prioritizing 10 to 20 percent of their fleets for CCS, typically those with the longest trading ranges or the highest fuel consumption, and using the emissions reductions from those vessels to bring down their entire fleet’s carbon intensity. Wärtsilä’s modeling indicates that for many owners, fitting CCS to just a small share of their fleets can offset enough EU ETS liability to keep overall operating costs steady through the 2030s. This approach is especially viable for operators with mixed fleets, as the CCS-equipped vessels can shoulder more of the compliance burden while the remainder of the fleet transitions to low-carbon fuels at a pace that suits operational and market realities.
Modular construction and Wärtsilä’s global support network also help minimize disruption and off-hire. Most retrofits would not require extended drydocking but could be done alongside. Because the systems are built in skid-mounted sections, with pre-planning, owners can add or expand capture capability as regulations tighten, making it easier to manage capital expenditure and adapt to evolving carbon pricing regimes. Wärtsilä’s Sustainable Fuels analysis projects that, as methanol and ammonia take time to scale, deploying CCS fleet wide could cut over 70 percent of carbon output across a mixed fleet when combined with fuel efficiency upgrades and pooling strategies. For many owners, this means CCS will act as the backbone of compliance in the 2030s, with low-carbon fuels gradually assuming a larger share of the mix by 2040. Comparative modeling also shows that over a 10-year horizon, CCS retrofits can deliver lower-cost-per-tonne compliance rather than relying solely on low-carbon fuels, particularly given the high production costs and limited availability of methanol and ammonia in the current decade.
Carbon capture facilitates the energy transition.
A Bridge to Future Fuels
Carbon capture is not a competitor to low- and zero-carbon fuels; it is a bridge that enables their broader use while extending the life of conventional options. Projections from Wärtsilä’s 2024 transition modeling show that even with rapid growth in green methanol, ammonia, and hydrogen-based fuels, sustainable options may only cover one-third of shipping’s energy demand by 2035. This gap would leave many operators exposed to compliance penalties and high carbon costs if bridging technologies were not deployed in parallel.
By incorporating CCS, shipowners can continue to operate vessels using heavy fuel oil, LNG, or methanol while meeting tightening emissions limits and avoiding escalating costs under frameworks such as the EU ETS. These systems do not lock operators into any one fuel pathway, as the capture process is fuel agnostic, working effectively across conventional and low-carbon fuels alike. This flexibility helps owners protect the value of existing assets while positioning them to integrate alternative fuels when prices and supply chains mature.
As production of e-methanol and synthetic diesel scales up, in the future, captured CO2 could be supplied back to fuel producers as feedstock, closing the carbon loop and enabling owners to participate directly in the circular economy. This approach extends the utility of CCS hardware beyond the fossil fuel era, letting shipowners spread the capital investment across multiple fuel transitions. For many operators, this dual role—providing compliance today and supporting the emergence of synthetic fuels tomorrow—makes CCS a cost-effective and strategic choice. Wärtsilä’s projections indicate that although green methanol could begin closing the price gap with fossil fuels in the late 2030s, and ammonia may become competitive in the 2040s, CCS enables fleets to bridge that gap without incurring untenable penalties or scrapping viable ships prematurely.
Wärtsilä’s involvement in the Clipper Eris project demonstrates that full-scale carbon capture at sea is no longer an experiment or a proof of concept; it is a functioning, commercially deployed system capable of capturing the majority of onboard CO2 emissions. With capture rates consistently above 70 percent, integration alongside existing exhaust treatment, and a design tailored to the space, power, and operational constraints of oceangoing ships, the technology provides owners with a tangible solution to today’s regulatory and economic pressures.
Its significance lies in its ability to help shipowners avoid being cornered by unpredictable developments in the decarbonization landscape. Alternative fuels, while important, remain scarce and expensive, with infrastructure years away from matching global demand. Regulatory frameworks, from the EU ETS to the International Maritime Organization’s Carbon Intensity Indicator and potential market-based measures, will continue to evolve, and carbon prices are expected to rise sharply through the 2030s. By adopting CCS now, owners can keep fleets compliant while continuing to run proven fuels, avoiding costly scrapping or premature investment in unproven alternatives.
CCS also helps safeguard the value of vessels by enabling them to remain in service longer, even as fuel supply and regulatory conditions shift. This future-proofing is amplified by the system’s modularity and fuel-agnostic design, which keeps capture units relevant as fleets transition from fossil fuels to methanol, biofuels, or e-fuels. By supplying captured CO2 as feedstock for synthetic fuel production, operators can also integrate into the future fuel economy, creating an additional revenue stream and further offsetting the cost of adoption. For Wärtsilä, this technology represents more than a hardware offering. It positions the company as a partner to shipowners navigating the complex transition, providing not only systems but also life cycle support, operational data, and decarbonization modeling. As more vessels come online with CCS, costs will fall and performance will improve, benefiting the wider industry.
For shipowners, early adoption can deliver direct cost savings through avoided carbon penalties, competitive advantage in emissions-conscious charter markets, and resilience against future regulatory shifts. As part of a layered decarbonization strategy that includes alternative fuels, energy efficiency upgrades, and evolving operational practices, Wärtsilä’s onboard carbon capture stands as one of the few technologies capable of delivering immediate, material reductions in greenhouse gas emissions while keeping fleets commercially viable. It is not the end state for shipping, but it is a critical bridge to get there; a tool that enables the industry to move forward decisively while the long-term fuel transition takes shape.
Sigurd Jenssen is the director of exhaust treatment at Wärtsilä Marine.
Moving Vessel Profiler for Science
MVP300 sea trial on the Ifremer vessel Thalassa for Laboratoire de Météorologie Dynamique August 2025, off Nice, France.
By Georgia Haydock
Scientific decisions are only as good as the data on which they are based. In the face of growing demand for reliable, high-resolution and cost-effective ocean data, scientists are under pressure to do more with less.
A technology designed to fill this gap is AML Oceanographic’s Moving Vessel Profiler (MVP), an automated, real-time underway profiling system. Backed by more than 25 years of expertise, thousands of successful missions, and millions of individual casts, the MVP is a proven tool for optimized, cutting-edge ocean data collection. Long relied upon for hydrographic survey work, the MVP is now being embraced by leading scientific teams as a game changer for ocean science applications.
Compromising on data density, reliability or operational efficiency should not be an option. Whether it’s monitoring coastal systems, investigating climate-driven shifts, or tracking water quality after extreme events, the unique vertical profiling technology of the MVP is a highly strategic choice.
Why MVP for Science?
The MVP was designed for high-density water column profiles collected continuously and in real time, making it ideal for scientific applications. Data density isn’t just a luxury; it’s a requirement for accuracy and confidence. Gaps or inconsistencies in data force scientists to interpolate or make assumptions, thus introducing uncertainty and error. The MVP transforms water column sampling from a handful of sporadic casts to hundreds or even thousands of high-resolution profiles without interrupting operations. With the MVP, you get more data per kilometer of ocean covered, contributing to a more comprehensive understanding of the water column. For projects tracking subtle environmental changes such as nutrient gradients or turbidity plumes, this level of detail is critical to understand the behavior and implications of such features.
Ocean conditions change quickly. With real-time data collection, scientists are able to detect dynamic and localized phenomena as they occur and modify sampling routines on the fly. For example, after detecting a high-interest area such as a turbidity spike, you can re-route immediately to sample in greater detail. If you identify a low-variability area, you can shift focus to a zone with more scientific value. Decisions can be made without waiting for post-mission analysis, transforming research strategies from reactive to proactive. In turn, scientists are able to avoid wasting resources on low-impact areas and avoid redundant coverage.
The MVP is designed for continuous profiling. Whereas traditional CTD casts require stopping the vessel for every profile, the MVP deploys and recovers the tow body to its towed position while underway, eliminating the need for human intervention. This is a major efficiency gain: hundreds of profiles may be taken in the time it would normally take to get a handful.
A powerful tool when used in isolation, the MVP can also augment existing processes. Take a rosette sampler, for instance. With a deepwater MVP, a crew may be able to take fewer rosette samples, which typically use 2 to 5 hr. of static ship time, and complement the data with underway profiles to capture what’s happening between these casts. The two tools in tandem can improve operational efficiency and enhance data collection.
By improving both the quality and quantity of data collected per hour, mission ROI increases, and ship time—one of the most expensive resources in marine research—is maximized.
Third-Party Sensor Integration
The MVP is a highly versatile platform, designed to integrate the full suite of AML Oceanographic’s X2change field-swappable sensor heads, as well as most third-party instrumentation available to end-users.
The MVP is available in several formats: from smaller and all-electric to larger electrohydraulic platforms. Various sizes of tow bodies provide the ability to deploy not only the core hydrographic instrumentation (sound velocity, pressure, conductivity, and temperature), but also a wide array of oceanographic and scientific instruments. Currently, more than 15 different third-party sensors have been successfully integrated onto MVP tow bodies to support scientific missions, such as the Sea-Bird Scientific ECO Triplet and the SBE 18 pH sensor. Many customers request to configure the Rinko III dissolved oxygen sensor by JFE Advantech, the ECO FLNTU Instrument by Sea-Bird Scientific, and the SBE 49 FastCAT CTD by Sea-Bird Scientific.
AML’s MVPX2 instrument was designed to accommodate expansion ports, allowing the smaller tow bodies to support up to six parameters (X2change or other). The larger tow body design also incorporates a data telemetry module (DTM), offering a number of additional ports (bulkheads) that allow for both analog and serial instrumentation. With each instrument measuring up to four parameters, scientists could measure 10 to 12 parameters in the water column continuously while underway. The DTM also incorporates a power line mode and multiplexing, feeding these sensor outputs into one streamlined signal that sends instrumentation data from the tow body to the lab.
For all MVP operations, the systems require a pressure sensor for tow body depth. Outside of this, any restrictions come down simply to packaging: the instrumentation or sensor must physically fit into the tow body mechanically. Our dedicated team is ready and willing to find creative solutions to the configuration demands of your mission.
MVP30-350 with AML CTD and Turner Designs Cyclops-7F chlorophyll fluorometer gets installed on the RV Meteor No-
vember 2019, off São Vicente, Cape Verde. Supporting GEOMAR’s Modular Observation Solutions for Earth Systems (MOSES) project, the data will be used to aid understanding of the ocean carbon uptake in upwelling areas.
Case Studies
A small MVP was deployed recently as part of NASA’s Sub-Mesoscale Ocean Dynamics Experiment (S-MODE), a study of the small-scale weather patterns of the ocean: “The MVP30-350 worked great on our final S-MODE cruise, and we are pleased with the quality of the data,” said Tom Farrar, principal investigator of the NASA project and a senior scientist at the Woods Hole Oceanographic Institution. “The automatic profiling saved us a lot of the labor effort compared to a system we have that requires manual operation of the winch.”
In other recent work, a large MVP is in use by the Laboratoire de Météorologie Dynamique for an upcoming research project. This MVP will deploy a number of third-party environmental sensors, including but not limited to the Rinko III dissolved oxygen sensor, SBE 18 pH sensor and the Sea-Bird Scientific SUNA V2 nitrate sensor. “The ocean is full of dynamic structures just a few kilometers across that can change within days, yet they have an outsized influence on our climate, marine life, and the exchange of heat and carbon with the atmosphere,” said Sabrina Speich, a professor of physical oceanography and climate sciences at Laboratoire de Météorologie Dynamique. “Until now, these small-scale processes have been extremely difficult to observe in three dimensions and in real time. The MVP300 is a game changer. It allows us to profile the ocean down to the abyss while the ship is underway, capturing physical, chemical and biological data at unprecedented resolution. With it, we can finally map how these fleeting features work and better understand their role in shaping the climate system.”
Conclusion
As a platform for real-time, underway profiling, the MVP is far more than just a hydrographic survey tool: it’s now redefining what’s possible for ocean science. Fully compatible with both AML and third-party sensors, it provides the flexibility to build the data package your research mission demands. From climate research to coastal monitoring, the MVP helps you collect more data, waste less resources and act faster.
Connect with our team today to learn more about making your scientific mission more efficient at: sales@amloceanographic.com.
Georgia Haydock is the content strategist at AML Oceanographic.
Optical Sensors for Ocean Alkalinity Enhancement Research Pilot
Sequoia and Planetary personnel deploying the sensor-equipped mooring in the mixing zone for monitoring the OAE trial in Halifax, Nova Scotia, Canada. (Credit: Darren Calabrese, Carbon to Sea)
By Kirby Simon • Dr. Dariia Atamanchuk • Dr. Will Burt
Relying purely on emissions reductions is no longer sufficient to limit global warming to 1.5 or 2° C. To meet the annual global carbon dioxide (CO2) emissions targets set by the Intergovernmental Panel on Climate Change, CO2 removal strategies must be explored in parallel to reduce atmospheric concentrations of greenhouse gases. The ocean is a key player in many of these strategies as it naturally absorbs CO2 and sequesters stable carbon in the deep ocean for a long time. Marine carbon dioxide removal (mCDR) has therefore emerged as a critical tool in the fight against climate change.
Mineral-based ocean alkalinity enhancement (OAE) is a promising mCDR technique that enhances natural oceanic processes where alkaline materials dissolve over time and react with CO2 and water (H2O) to form stable bicarbonate. The addition of alkaline materials, such as olivine or magnesium hydroxide, to seawater (“dosing”) promotes this natural reaction, and as more dissolved CO2 is neutralized into stable carbon, more CO2 from the air can dissolve into the ocean. This acceleration of a natural ocean carbon cycle has a co-benefit of mitigating ocean acidification associated with CO2 uptake, with the added alkaline material increasing the buffer capacity of the seawater. These aspects of OAE, along with the favorable economic assessment, make it one of the more promising mCDR techniques, as evidenced by the rapid advancement in research and prevalence of field trials in recent years.
Through increased research efforts in the laboratory, in mesocosms, and in the field, significant progress has been made to demonstrate safety and viability for OAE. As research continues to transition toward more field trials and small-scale pilot projects, remaining knowledge gaps related to the safety and efficacy of these techniques become increasingly important to address.
Why Monitor Particles?
Key ongoing OAE research involves the fate of alkaline material added to the water, as well as potential environmental impacts associated with dosing. Particles play a critical role here; whether it is particles added directly to the water or interactions between the alkaline material and particles already in the water, particle properties govern many interactions that impact the efficacy and safety of OAE.
In the case of mineral-based OAE, the size, shape, and concentration of the minerals are important parameters that govern material dissolution rates and transport in situ. Interactions between particles, as well as processes at particle surfaces, can lead to particle aggregation and seabed deposition or secondary mineral precipitation, either of which can reduce the potential CO2 uptake of an OAE intervention. Additionally, these potential secondary effects can result in the generation of new particles and aggregates that should be monitored for environmental impacts.
Complex ocean modeling coupled with laboratory and mesocosm experiments have been used to study these scenarios to predict and assess alkaline material fate. As these research efforts grow and OAE deployments move out of the lab to the field, it is increasingly important to validate the results of these studies with in-situ measurements and sampling in real-world conditions.
Collecting these real-world measurements is not trivial, however. On top of the costs and complications of typical field work, OAE research has added complexities related to environmental permitting, public perception, and other considerations that make it difficult for any one entity to take on. This limits the number of opportunities to test OAE in the field and the scope of such research endeavors. Open science questions, such as those related to in-situ particle dynamics, are therefore difficult to answer without broader cross-sector collaboration and novel mechanisms to support research investigations.
Planetary Technologies of Dartmouth, Canada, a company at the forefront of OAE research and deployment, and the ocean researchers at Dalhousie University in Halifax, Canada, have partnered to conduct several OAE field trials in Halifax Harbor, Nova Scotia. Since 2023, alkaline materials (fine-grained magnesium hydroxide and magnesium oxide) have been added to an existing permitted powerplant outflow by Planetary, with the intervention heavily monitored by sensors and through discrete sampling at the dosing site and throughout the harbor.
As research progressed and alkalinity dosing ramped up, the desire to expand this collaboration grew. In the summer of 2024, the Carbon to Sea Initiative and the Centre for Ocean Ventures & Entrepreneurship, or COVE, in Dartmouth, Canada, announced a Joint Learning Opportunity (JLO) that invited new teams to participate in the field trial. The goal of the JLO was to provide access to the field trial and resources for deploying new technologies, engaging with local communities, and exploring complementary research to maximize the trial outcomes. Given both its importance and complexity, in-situ particle dynamics was listed as a JLO strategic research priority.
Sequoia Scientific Inc. of Bellevue, Washington, a leading manufacturer of submersible optical sensors for in-situ particle size and optical property analysis, saw the JLO as a perfect opportunity to use its sensors to contribute to fundamental particle research in OAE. Sequoia was selected as one of the four JLO project leads, and from the fall of 2024 through the spring of 2025 Sequoia worked closely with Planetary and Dalhousie-based researchers from the Ocean Alk-Align project (https://alkalign.ocean.dal.ca) to use the company’s sensors for laboratory experiments and in-situ monitoring to study alkalinity feedstock dissolution, transport, and accumulation.
Sequoia’s LISST-200X submersible particle size analyzer profiled throughout Halifax Harbor to monitor particle size and concentration.
Optical Sensors for Monitoring
Sequoia’s LISST (laser in-situ scattering and transmissometery) instruments were uniquely suited to support particle investigations in the OAE field trial. The LISST-Portable|XR, LISST-200X, and LISST-RTSSV (real-time size and settling velocity) were used in the laboratory to characterize Planetary’s alkaline material feedstock. These laboratory measurements were critical to interpreting field measurements with the contributed sensors: for example, measuring the particle size distribution (PSD) of the alkaline feedstock provided a particle “fingerprint” to look for in the in-situ data to distinguish between signatures of the alkaline material and other particles (e.g., sediment, plankton) or bubbles in the water that similarly scattered light. Experiments using a recirculating sample chamber could also be used to validate modeled alkalinity dissolution rates or study secondary precipitation mechanisms by measuring changes in the PSD (shape and magnitude) over time as particles recirculate and dissolve.
For in-situ measurements, Sequoia worked with Planetary to mount its LISST-Tau and LISST-OST (optical sediment trap) to a mooring at the dosing site in the mixing zone for near-continuous measurements of optical transmission in the water. These sensors were deployed from September 2024 to January 2025, performing measurements every 5 min., after which they were exchanged for a LISST-200X particle size analyzer through the end of the JLO in March. The LISST-200X measured mean particle size, PSD and concentration every 15 min. The high-frequency measurements from these sensors supported investigations into how quickly the particle environment changed when dosing was active versus paused, as well as how the alkalinity diluted and dissolved after addition to the turbulent water.
Additionally, a LISST-200X was deployed by Dalhousie researchers while performing approximately biweekly boat surveys for environmental monitoring. They hand-profiled the sensor at discrete locations in and around the mixing zone, as well as at several fixed sites throughout Halifax Harbor, to get depth-correlated particle measurements. These deployments aimed to study and constrain the spatiotemporal dynamics of alkalinity fate and transport.
Data Insights
Analysis of the data sets is ongoing; however, preliminary interpretations have provided meaningful insights into the in-situ particle environment. For example, when dosing was active, the optical transmission measured by the LISST-Tau and LISST-OST was lower in magnitude with a higher variance than times when dosing was inactive. When alkalinity dosing was paused, the measured transmission generally increased back to the approximate pre-dosing value quickly (on the order of tens of minutes). The trend implies a similarly short residence time of the alkalinity in the mixing zone, although this time is influenced by alkalinity dissolution, transport mechanisms (e.g., sinking or currents), and other environmental variables, making it difficult to quantify without additional sensor measurements and physical sampling to deconvolve these effects.
Laboratory measurements of the alkaline feedstock (a) enable the interpretation of in-situ PSD measurements (b) to monitor alkalinity fate.
Measurements from the mooring-mounted LISST-200X indicated a similar trend with dosing state. Median PSDs binned over a >40-hr. period of active dosing showed an elevated concentration of particles in the alkalinity “fingerprint” region compared to measurements from a similar period when dosing was paused. Importantly, these measurements demonstrated that the dosed alkalinity could be detected in situ in realistic dosing scenarios, which is a critical step toward directly monitoring alkalinity and observing its fate (e.g., dissolution, sinking, aggregation) in the near-field through optical measurements.
In contrast, there did not appear to be clear signatures of the alkaline material in the PSDs measured while profiling across Halifax Harbor further away from the dosing site. This may suggest rapid dissolution of the alkaline feedstock; more analysis is needed (e.g., correlation with other sensor data and physical samples) to support this theory. Across time, space, and depth, natural variability of the in-situ measured PSDs made it difficult to discern and assign any signatures to the alkaline material independent of whether dosing was active or paused. This result emphasized the importance of establishing an environmental baseline for each location such that natural versus alkalinity-induced perturbations can be identified in the measurements.
Outcomes and Roadmap for Research
The use of Sequoia’s optical sensors in the Halifax Harbor field trial demonstrates a critical step toward closing knowledge gaps surrounding particles in OAE research. The preliminary results highlight the importance of feedstock characterization for interpreting in-situ measurements as it relates to both detecting (e.g., identifying the alkalinity “fingerprint” in the PSD) and monitoring (e.g., measuring spatiotemporal changes in the PSD magnitude and shape) alkalinity in the environment. The particle measurements provide evidence that alkalinity can be detected in situ in real-world environments and dosing conditions, which is a critical first step to monitoring and parameterizing the dissolution and accumulation of the feedstock in the field to validate laboratory experiments and models.
With the collected data sets now published to the open-access Ocean Carbon and Acidification Data System (OCADS) hosted by NOAA, additional analysis and interpretation is possible by the broader scientific community. This data transparency is critical to maximizing the impact that these observations have on answering open questions in OAE research. As interest in OAE continues to accelerate and more work moves from the lab to the field, it is paramount to continue addressing knowledge gaps through collaborative, transparent, rigorous, and technologically advanced research investigations.
Sequoia and Planetary personnel mounting sensors to the mooring for OAE monitoring. (Credit: Darren Calabrese, Carbon to Sea)
Acknowledgments
The authors thank the Carbon to Sea Initiative and COVE for providing funding for the collaborative deployment of Sequoia’s sensors under the JLO. Additionally, the authors thank the teams at Dalhousie University, particularly CERC.OCEAN laboratory at the Department of Oceanography, and Planetary Technologies for supporting sensor integration, deployment, and maintenance throughout the field trial.
References
For a full list of references, contact Kirby Simon at: kirby.simon@sequoiasci.com.
Kirby Simon is the science and technology lead at Sequoia Scientific Inc.
Dr. Will Burt is the vice president of science and product at Planetary Tech.
Marine Software Developer to Scale AI-Driven Fuel Saving Platform
Swedish AI company Cetasol has raised $2.7m in a seed-funding round to scale its AI-driven decision support and digital twin technology to reduce fuel use for ships.
The investment was co-led by BackingMinds and Shift4Good, with ongoing support from existing investor Sarsia.
Cetasol’s primary product, iHelm, is designed to collect data from vessels and uses the company’s digital twin technology for both vessel and engine.
The system processes information through edge computing and provides the captain with real-time recommendations for fuel savings.
The operational data is then transmitted to a cloud-based dashboard. This allows users to access real-time and historical performance metrics, address maintenance needs proactively, and track compliance requirements, stated the company.
BackingMinds CFO and Investment Director Niclas Wijkstrom said: “Cetasol is tackling one of the maritime industry’s biggest blind spots. While most solutions target the largest vessels, nearly 90% of the global fleet consists of small- and medium-sized ships that are underserved and often lack access to affordable optimization tools.”
According to Cetasol, most innovation and investment have targeted electrification and large vessels. Small and mid-sized vessels represent nearly 90% of the global fleet and present an opportunity for rapid and scalable reductions in emissions, noted the company.
The iHelm AI platform is designed to optimize fuel consumption and operational performance for these vessels, with estimated fuel savings ranging from 10% to 25%.
Cetasol CEO and Founder Ethan Faghani said: “This investment confirms that our approach to AI-driven decision support and maritime sustainability is both needed and trusted. With this support, we are scaling faster and wider — delivering intelligent solutions to maritime operations globally.”
Following this investment, Cetasol intends to increase its commercial reach in the maritime industry by expanding its presence in key markets and extending partnerships.
The company plans further development of its technology platform as it seeks broader implementation of AI-based decision support for the optimization of energy use and emissions reduction.
Cetasol also aims to provide solutions that respond to industry requirements for data-driven operations and sustainability measures.
High-Resolution Sub-Bottom Survey Reveals Hidden Histories in Sicily
Sub-bottom profile acquired in Porto Empedocle, revealing the local seabed stratigraphy. The data have been processed with gain offset, amplitude envelope, seabed detection and water column extraction to enhance reflector clarity. Inset: zoomed view of the section containing the acoustic anomaly, showing its distinct geometry and strong reflectivity relative to surrounding stratification.
By Alfonso R. Analfino • Giuseppe Decaro • Francisco J. Gutiérrez
The coastal and seabed environments surrounding Sicily are layered with geological complexity and millennia of human history. In a recent high-resolution sub-bottom profiling survey conducted in Porto Empedocle harbor, high-resolution acoustic data were acquired that reflect this dual legacy. The work was part of a project encompassing underwater archaeological surveys for archaeological risk assessment in preparation for the creation of a route for a submarine pipeline near Porto Empedocle.
Using a GeoAcoustics GeoPulse Compact sub-bottom profiler paired with a Trimble Applanix POS MV WaveMaster inertial navigation system, the team mapped the stratigraphy of the harbor seabed with high resolution. The data set revealed soft silt deposits draped over Pliocene-aged gray clay from the Monte Narbonne Formation. A strong acoustic return at approximately 22-m depth—anomalous in character and potentially anthropogenic—was of particular interest.
This article outlines the tools and methodology employed, the workflows developed for data acquisition and processing, and a representative example from the data set. The Porto Empedocle survey demonstrates how modern remote sensing technologies, when applied with geological and historical awareness, can support both environmental monitoring and the safeguarding of submerged cultural heritage.
Tools and Methodology
Survey operations were conducted aboard Neptune 1, a 6.5-m workboat configured for high-resolution geophysical investigations. The primary system used was the GeoPulse Compact sub-bottom profiler, chosen for its ability to resolve fine sedimentary layering in shallow marine environments. Positioning and motion compensation were provided by a POS MV WaveMaster system, integrating RTK-GNSS, gyrocompass, and MRU sensors for centimeter-level accuracy. Data acquisition was managed using QPS Qinsy version 9.6.2 and Geo Marine Survey Systems GeoSuite Acquisition, with post-processing performed in GeoSuite AllWorks. Additional tools—including AutoCAD Map 3D, Blue Marble Geographics Global Mapper, and Golden Software Surfer—supported mapping and spatial data handling. Power on board was supplied by a portable Honda EU22i inverter generator.
Survey methodology followed best practices for harbor sub-bottom profiling. Survey lines were planned to ensure full coverage of the proposed pipeline corridor. Acquisition parameters were adjusted in real time to match seabed conditions. Prior to acquisition, all systems were calibrated and time-synchronized to guarantee alignment between acoustic, motion, and positioning data.
Setup, Deployment and Configuration
Mobilization took place over two days in June 2025. On June 10, the vessel was launched, and all instrumentation was installed, tested, and calibrated. Data acquisition began the following day and was completed within the same operational window.
Neptune 1 was selected for its compact size and maneuverability, enabling precise navigation within the harbor and along the planned corridor. All survey systems—including the POS MV, GeoPulse Compact, and antennas—were installed on a rigid pole, deployed over the side of the boat to minimize mechanical offsets and reduce motion artifacts.
The POS MV WaveMaster was configured with dual GPS antennas (2-m separation) to ensure heading accuracy, and its IMU was aligned relative to the vessel’s center of gravity and transducer. Offsets were configured in POSView and Qinsy software to maintain consistency across coordinate systems and enable real-time compensation of roll, pitch, heave, and yaw.
The GeoPulse Compact was pole-mounted and submerged to a consistent draft of 0.5 m. Pre-survey trials were conducted to optimize source power, gain and firing rate based on local sediment properties. Survey lines were spaced at 5-m intervals and oriented parallel to the shoreline, as requested by archaeological oversight, ensuring high lateral resolution and full coverage.
Deployment of the Neptune 1 survey vessel in Porto Empedocle, configured for high-resolution sub-bottom profiling. At right, from top to bottom: acquisition interfaces from Qinsy and GeoSuite Acquisition; the Trimble Applanix POS MV system used for positioning and motion compensation; and the GeoAcoustics GeoPulse Compact sub-bottom profiler used during the survey.
Pre- and Post-Survey Accuracy Checks
Accuracy validation was integral to both mobilization and demobilization. The POS MV, equipped with a GPS azimuth measurement system (GAMS), provided stable and accurate position and attitude data throughout. GAMS was particularly critical in the nearshore environment, where wave-induced heave can degrade sub-bottom data quality. Real-time heave compensation significantly enhanced signal clarity and interpretability.
Before acquisition, figure-eight maneuvers were performed to calibrate heading and verify antenna alignment. During the survey, continuous monitoring ensured roll, pitch, yaw and heave remained within operational thresholds. Post-survey analysis of navigation and motion logs confirmed consistent accuracy, with no drift or latency. The process delivered subdecimeter horizontal and vertical accuracy, meeting the resolution requirements for archaeological assessment.
Operating in a low-noise environment is essential for high-resolution profiling. The EU22i portable generator provided clean, true-sine wave power with minimal electromagnetic interference. During quiet periods (0 percent transmit volume), the GeoSuite Acquisition software’s power spectral density display enabled noise baseline assessment and confirmed system installation quality. This ensured the profiler operated at peak sensitivity, maximizing data quality and interpretability.
Online Data Optimization
During acquisition, optimal system configuration was achieved through iterative testing informed by prior knowledge of the local environment and real-time data quality monitoring. The GeoPulse Compact sub-bottom profiler was configured in chirp mode, operating across a 1- to 18-kHz frequency range. This setup offered excellent vertical resolution, enabling clear identification of sedimentary structures while maintaining good penetration—essential for interpreting buried features in shallow marine environments.
Real-time visualization in GeoSuite Acquisition allowed the team to assess signal strength, noise levels and seabed response. Parameters such as waveform type, volume output, and ping interval were fine-tuned accordingly. The software’s ability to display power spectral density during “listening” periods proved especially useful for identifying environmental or onboard noise sources. This online optimization process ensured a high signal-to-noise ratio and data fidelity throughout the survey.
Data Processing Workflow
Post-survey, sub-bottom profiler data were processed using GeoSuite AllWorks, an integrated software platform designed for high-resolution, single-channel seismic analysis. Initial quality control included seabed tracking, envelope scaling, and filtering to remove low-frequency noise (e.g., 50-Hz interference) and frequencies beyond the system’s 18-kHz range. An amplitude envelope and automatic gain control were also applied to enhance reflector visibility.
GeoSuite’s real-time layback correction feature ensured precise positioning of the seismic source and receiver relative to the GPS antenna, compensating for dynamic offsets. The dual-channel acquisition capabilities, though not exploited in this survey, are designed to improve horizontal resolution or reduce noise when using multiple sources. Additional spatial and projection data were managed through the software’s built-in coordinate reference system library and compatibility with external cartographic layers (e.g., bathymetry, satellite overlays). These tools allowed for effective visualization, navigation verification, and eventual integration of processed lines with geological interpretations.
The Geology
The harbor of Porto Empedocle is located along the southern coast of Sicily, within a geologically complex area influenced by its position at the southern edge of the Hyblaean Plateau and near the Gela-Caltanissetta Foredeep Zone. This transitional setting between the Apenninic-Maghrebian orogenic belt to the north and the African Continental Shelf to the south has given rise to a diverse and tectonically active stratigraphy. The region is marked by compressional and extensional structures, with a prominent northwest-southeast fault separating units with distinct depositional histories.
The stratigraphy observed in the area reflects alternating marine, transitional and continental depositional environments. At depth, the sedimentary sequence includes Pre-Miocene basement units, such as Mesozoic limestone forming the substrate of the Hyblaean carbonate platform. These are overlain by Lower to Middle Miocene globigerina marks and limestone (Ragusa and Tellaro Formations), deposited in a medium- to deepwater marine setting during the early phases of the Miocene transgression.
Late Miocene sequences, particularly those associated with the Messinian Salinity Crisis, are represented by the Gessoso-Solfifera Formation—composed of laminated and saccharoidal gypsum with interbedded clay and calcarenite. These layers are often identifiable in seismic profiles as strong, continuous reflectors.
The Pliocene is marked by pelagic gray and bluish clays (Trubi and Monte Narbonne Formations), which are rich in microfossils and serve as excellent stratigraphic markers. These units form much of the local coastal relief, including features such as the nearby Scala dei Turchi cliff. A gradual transition to more turbidite facies is also observed in this interval.
Shallower layers, from the Pleistocene to the Holocene, consist of bioclastic calcarenite (e.g., Marsala and Terranova Formations), as well as marine terraces, lagoonal silts, coastal sands, and recent alluvial deposits—reflecting glacial sea level cycles and deltaic-littoral processes.
Sub-bottom profiler data confirmed the presence of a well-layered surficial cover of soft silts and sands, typically 1- to 10-m thick, resting atop a more rigid substrate of Pliocene clay or calcarenite. Internal reflectors often appear horizontal or gently undulating, in some cases suggesting erosional paleo-surfaces or submerged paleo-channels formed during lower sea levels in the Pleistocene.
An Anthropogenic Anomaly?
Among the notable features identified in the seismic profiles was a high-amplitude reflector at approximately 22 m below the seabed. Its geometry—marked by clear boundaries, localized convex shape and stratigraphic discontinuity—raises the possibility of anthropogenic origin.
In archaeological terms, the Agrigento Coast was part of ancient Akragas and has yielded numerous submerged artifacts, including Greek and Roman shipwrecks, amphorae, and port infrastructure. Given sea level rise since the Holocene, the anomaly’s depth suggests it may lie within a paleo-environment that has been submerged for more than 8,000 years.
Three plausible interpretations include: a buried shipwreck, possibly Greek or Roman, fully encased in sediment; some structural remains of a submerged port—such as a quay, breakwater, or foundation platform; or a pre-Holocene coastal settlement now buried beneath marine transgressive layers.
While these hypotheses are speculative, the anomaly exhibits acoustic signatures consistent with man-made objects, such as high reflectivity, acoustic shadowing and deviation from natural stratification. Full confirmation would require targeted archaeological investigation, including broader sub-bottom profiler coverage and, potentially, direct sampling or excavation.
Survey Challenges
Sub-bottom profiling in coastal and harbor settings presents numerous operational challenges, particularly when seeking both high resolution and sufficient penetration. The success of the Porto Empedocle survey relied on carefully managing these trade-offs.
A key challenge was optimizing frequency selection, with the chirp mode (1 to 18 kHz) offering the best compromise between vertical resolution and sediment penetration. Adjusting pulse length, gain settings (especially time-varying gain), and trigger intervals required field testing and active monitoring to maintain consistent quality across varying substrates.
Environmental conditions also posed limitations. Surface turbulence and propeller-induced vibrations can reduce signal clarity, particularly in soft or gas-rich sediments. Careful control of survey speed, transducer immersion depth and data windowing were essential in overcoming these effects.
Instrument synchronization and offset calibration were critical to maintaining spatial accuracy. The POS MV’s integration with GAMS helped mitigate heading and heave uncertainties, while software configuration ensured alignment between the transducer, IMU, and GNSS antennas. Acoustic interference from nearby systems or vessel electronics was minimized through frequency management and by using low-noise power from an inverter generator.
Altogether, the survey required constant adjustment and quality control, but with careful tuning and experienced operation, high-quality stratigraphic data were successfully obtained.
Conclusion
The high-resolution sub-bottom profiling survey conducted in the harbor of Porto Empedocle successfully met its dual objectives: mapping sedimentary stratigraphy in a geologically complex coastal environment and supporting archaeological risk assessment ahead of infrastructure development. The use of the GeoPulse Compact system, combined with precision positioning via the POS MV and real-time monitoring through GeoSuite software, enabled the collection of clean, high-fidelity seismic data despite the operational challenges of a shallow, dynamic marine setting.
The resulting imagery provided clear identification of stratified Holocene and Pleistocene deposits and confirmed the presence of underlying Pliocene clay from the Monte Narbonne Formation. These geological units not only align with regional stratigraphy but also revealed features such as paleo-surfaces and possible buried channels indicative of past sea level changes.
The detection of a strong, geometrically distinct reflector at approximately 22 m below the seabed raises the possibility of an anthropogenic structure, such as a buried wreck or submerged port element. Further investigation is needed to confirm its nature, and this finding underscores the value of sub-bottom profiling in coastal archaeological assessments.
The survey demonstrates how modern marine geophysical methods—when carefully configured, optimized in the field, and integrated with geological and archaeological context—can produce actionable insights for environmental monitoring, heritage protection, and engineering planning in sensitive nearshore areas.
References
For a full list of references, contact Alfonso Ricardo Analfino at alfonso@geonautics-srl.com, Giuseppe Decaro at g.decaro@geonautics-srl.com or Francisco J. Gutiérrez at francisco.gutierrez@geoacoustics.com.
Apply: HII Defense Internships
HII, a Fortune 500 company and the largest military shipbuilder in the U.S., is accepting applications for its 2026 summer internship program.
Interested students can apply online for internships at HII’s corporate office or its three divisions: Ingalls Shipbuilding, Mission Technologies and Newport News Shipbuilding.
Each year, HII hosts more than 350 interns from across the nation. During the paid summer internship, interns work full-time (40 hours a week) for 10 consecutive weeks. In addition to competitive pay and possible consideration for future employment, housing assistance and transportation may be available in select locations during the internship.
To qualify for HII internships, students must be 18 years or older; a U.S. citizen; have a minimum 2.5 or 3.0 grade point average (depending on division); and be enrolled in one of the following: a four-year college or university, 2+2 program, master’s degree, or doctorate degree program.
Early applications are advised, as positions are limited and highly competitive.
The deadline for applications varies based on the divisions, with the exception of applications for the Mission Technologies division—those positions are posted on a rolling basis throughout the year.
Available internship positions, applications and specific deadlines for the different job postings can be found at: HII.com/careers/students.
Maritime Tech Startup Partners with Shipyard for Advanced USVs
A rendering of Blue Water Autonomy’s future unmanned surface vessel. (Courtesy of Blue Water Autonomy)
Blue Water Autonomy, a maritime tech startup, announced it is partnering with Louisiana-based Conrad Shipyard to assemble the new company’s first class of autonomous ships.
“Conrad is a world-class shipbuilder with proven capability, and this partnership puts us in a position to deliver ships quickly, while demonstrating the expertise and scale of existing U.S. shipbuilding capacity,” said Rylan Hamilton, co-founder of Blue Water Autonomy.
The Boston-based startup, launched earlier this year, was founded by Navy veterans in 2024 and is focused on designing and building unmanned surface vessels en masse.
To date, Blue Water has raised $61 million in Series A funding and recruited senior executives from General Dynamics and Serco.
Conrad Shipyard, which has five facilities along the Gulf Coast, specializes in building steel and aluminum auxiliary ships such as offshore support vessels, tugs, ferries and barges.
“Blue Water Autonomy’s design reflects the kind of forward-looking innovation that U.S. shipbuilders are ready to deliver,” said Cecil Hernandez, president and CEO of Conrad Shipyard. “We’re proud to support this program and help bring autonomous naval capabilities to life with the speed, precision, and craftsmanship we’ve been trusted to deliver for over 75 years across commercial and military shipbuilding.”
Blue Water’s partnership is one in a series of fresh announcements from unmanned surface vessel producers since the Navy hosted the industry earlier this year to discuss its new Modular Attack Surface Craft program. That program aims to outfit the service’s future fleet with easy-to-produce autonomous surface vessels that can be equipped with a variety of payloads.
Since that industry day, companies such as Senesco Marine, BlackSea Technologies, and shipbuilding giant HII have all unveiled new unmanned vessels and partnership agreements, either ostensibly or explicitly aimed at capturing a piece of the Navy’s pending program of record.
Apply: Executive Director, Moore Institute for Plastic Pollution Research
The Moore Institute for Plastic Pollution Research seeks a visionary leader who can turn passion into impact. With proven success in fundraising and team building, this person will bring knowledge of environmental science, particularly water quality or plastic pollution, while inspiring funders, policymakers, researchers, and communities to action. The ideal candidate is someone with solid financial management experience and a deep commitment to environmental sustainability and people.
Plastic pollution is one of the defining environmental challenges of our time. Microplastics are now found everywhere, from ocean depths to drinking water. By joining the Moore Institute, you’ll be at the forefront of research shaping scientific understanding and equipping communities with the knowledge they need to protect health and ecosystems.
This is an opportunity to lead a nationally recognized laboratory, collaborate with passionate and creative colleagues, and make a measurable impact on one of the planet’s greatest challenges.
Applications are due by October 31, 2025.
ABS 2025 Outlook on Maritime Decarbonization
The ABS 2025 Outlook, “Beyond the Horizon: Vision Meets Reality,” explores the maritime industry’s evolving decarbonization landscape, emphasizing regulatory shifts, fuel economics and technological pathways.
This year’s outlook underscores that the shipping industry remains significantly behind in its pursuit of net-zero emissions by 2050. Although there has been measurable progress in reducing carbon intensity, total emissions are still 121 percent above 2008 levels. At the same time, the financial burden of compliance is accelerating.
Additional key takeaways from this year’s publication include:
- LNG and biofuels are increasingly critical yet under-recognized in current regulations.
- Green fuel infrastructure is lagging behind regulatory ambitions.
- Energy efficiency technologies play a vital bridging role, but shipyards face a looming retrofit capacity crunch.
- Nuclear propulsion is identified as a potential game changer beyond 2035.
This year’s outlook outlines the need for strategic planning, infrastructure investment and clarity to achieve regulatory compliance.
World Maritime Day
Today is World Maritime Day. This year’s theme, from the International Maritime Organization (IMO), is: “Our Ocean, Our Obligation, Our Opportunity.”
The theme reflects the ocean’s vital role in the world economy, with more than 80 percent of global trade transported by sea. The ocean is a source of jobs and food for millions of people, a home for countless marine species, and a regulator of the planet’s climate, mitigating the impacts of climate change, according to the IMO.
As the largest sector operating in the ocean space, shipping has a central role to play in the protection of the marine environment and management of ocean resources.
IMO’s long-standing commitment on this issue is evident in the robust global regulatory framework supporting cleaner, safer seas and a growing portfolio of technical assistance initiatives to support ocean protection in 176 member states.
The theme emphasizes the link to wider global efforts to protect the ocean, including the adoption in June 2025 of the UN Agreement on the Conservation and Sustainable Use of Marine Biological Diversity of Areas beyond National Jurisdiction (BBNJ Agreement), a new instrument to address plastic pollution, which was agreed upon at the third UN Ocean Conference.
The theme will allow all stakeholders to showcase the deep interconnection of shipping and IMO in the ocean space, highlighting the importance of collaboration and coordination to ensure the sustainable and safe use of ocean resources.
Vote: Standard Chartered Weather Photographer of the Year
Weather photography lovers around the world are invited to cast their votes for their favourite image in the Standard Chartered Weather Photographer of the Year 2025 competition. Votes will be accepted until October 16.
Celebrating its 10th year, the competition is run by the U.K.’s Royal Meteorological Society and serves as an international platform to raise awareness of environmental issues putting our planet at risk, including heatwaves, extreme flooding, and cyclones, while showcasing the awe-inspiring beauty and power of weather.
The expert panel of judges have chosen 25 finalists from more than 4,000 entries worldwide. These photos were taken with professional cameras, mobile phones, and drones by both experienced and amateur photographers from 12 countries.
The shortlist gallery also provides insights into the science behind the weather phenomena and the stories behind the images, as well as the photographers’ adventures and the techniques used to capture them.
Oceanology International 2026: Call for Content
Oceanology International (Oi) seeks technical content for the event in London, March 10 to 12, 2026, focused on ocean innovation and technology industries. Oi26 also requests that industry leaders apply to curate and moderate the individual technical sessions.
Prospective speakers for Oi26 are invited to submit their abstracts of 300 to 500 words by October 16.
Next year’s conference will expand to include dedicated sessions showcasing the critical coastal and shallow-water sectors, highlighting breakthrough developments in coastal protection, erosion control, sediment transport analysis, shoreline stabilization, and climate adaptation that support sustainable coastal development and ecosystem protection.
Additional key topics expected to feature high on the agenda for in-depth analysis include: uncrewed vehicles and vessels, offshore site characterization, and ocean observation and measurement.
Technologists, scientists, engineers, industry leaders and organizations are invited to submit their abstracts for consideration for the three-day Oi26 program as soon as possible to secure their place on stage.
Notification of acceptance will be confirmed by December 2, with final presentations due by February 10.
One Ocean Week Seattle, Oct. 20-26
Maritime Blue will host the inaugural One Ocean Week Seattle along the city’s waterfront October 20 to 26, bringing the international event to the U.S. for the first time. The weeklong program will convene international delegations, industry leaders, innovators, policymakers, and community members for panels, showcases, cultural events, and site visits focused on maritime innovation, sustainability, and collaboration.
One Ocean Week, officially endorsed by the UN Ocean Decade, is traditionally held each April in Bergen, Norway. The Seattle event will expand this global platform, showcasing the city’s role as a hub for maritime innovation.
Over the course of the week, participants will explore solutions to urgent challenges such as maritime decarbonization, sustainable seafood, renewable ocean energy, healthy ecosystems and digital ocean technologies.
Key event highlights include:
- One Ocean Week Seattle Summit: The centerpiece event will feature panels and roundtables with decision makers, industry leaders, entrepreneurs, and communities driving ocean sustainability and the future of the blue economy.
- Welcoming the Statsraad Lehmkuhl: The historic Norwegian tall ship will sail into Seattle on its global One Ocean Expedition voyage, spotlighting the ocean’s central role in a sustainable future.
- Innovation Showcase: Startups, researchers, and investors will assemble to demonstrate breakthrough ocean technologies, including electrified vessels and kelp-based products.
- Cultural and Educational Programs: Youth engagement, mentorship opportunities, and community-driven initiatives will connect the next generation to ocean innovation and stewardship.
Developments for Small Modular Reactors in Maritime Operations
ABB has entered a memorandum of understanding (MoU) with Swedish nuclear energy firm Blykalla to expedite the introduction of lead-cooled small modular reactors (SMRs) in the maritime industry.
The MoU builds on a previous agreement signed in October 2024, focusing on the development of lead-cooled SMR technology for Sweden’s clean energy goals.
The expanded partnership comes as the maritime industry increasingly considers nuclear energy as a viable power source. The expanded partnership comes as the maritime industry increasingly considers nuclear energy as a viable power source.
In June, the administrations of the International Maritime Organization (IMO) at the Maritime Safety Committee (MSC 1102) endorsed recommendations to revise the Code of Safety for Nuclear Merchant Ships. This amendment aims to incorporate developments in nuclear technology, including SMRs, that have occurred since the Code was implemented.
Blykalla CEO Jacob Stedman said “We’re pleased to extend our partnership with ABB into this strategically important vertical. With our compact reactor design, we see a unique opportunity to lead the way in maritime nuclear propulsion – a solution uniquely positioned to meet the sector’s demand for clean energy. Realizing this vision will require an ecosystem of committed partners, and this collaboration is a critical building block.”
Blykalla’s Swedish Advanced Lead Reactor (SEALER) is a compact and passively safe reactor, designed with inherent safety features that eliminate the need for operator intervention.
SEALER was highlighted in the Nuclear Propulsion for Merchant Ships I (NuProShip I) project, which seeks to adapt a Generation IV SMR for maritime vessels, particularly larger ships.
ABB’s role in this partnership is crucial, leveraging its expertise in system integration, power distribution, control, and automation technologies to ensure the successful deployment of SMRs on ships.
ABB Marine and Ports President Juha Koskela said, “SMRs hold significant potential to drive decarbonization, and our collaboration with Blykalla will help to advance their viability in maritime applications. Next-generation SMRs will enable innovative ship designs that can help to reduce emissions compared to vessels powered by carbon-based fuels. We are proud to partner with Blykalla on what represents an important step in shipping’s decarbonization journey.”
Book: Sea Change: Unlikely Allies and a Success Story of Oceanic Proportions
“Sea Change: Unlikely Allies and a Success Story of Oceanic Proportions” is a new book by James Workman and Environmental Defense Fund Executive Director Amanda Leland that tells the transformation of Buddy Guindon, a Texas Gulf Coast fisherman, to a conservationist. He initially fought against policy changes intended to fix collapsing fisheries and ultimately became a champion of such policy.
“Sea Change” tells the story of unlikely partnerships and surprising solutions that are quietly revolutionizing the fishing industry, demonstrating that success is possible to conserve the natural world and the people who depend on it.
Crowdfunder for Drones and Droids Game
Drones and Droids is a table-top game that has been developed by researchers from the Scientific Robotics Academy in Oban, Scotland, operated by the Scottish Association for Marine Science (SAMS). SAMS has launched a Crowdfunder to raise £16,000 to fund the first production run of the game, which can be used as a science outreach tool for STEM and afterschool clubs, as well as a creative, fun, and rewarding challenge for table-top gamers.
The game’s objective is to solve a harmful algal bloom problem.
Drones and Droids is the brainchild of the SAMS robotics engineer Dr. Phil Peterson, who developed the game as a teaching aid for schools. It caught the attention of gamers, who encouraged him to make it available to play more widely.
All profits from sales of the game will be used to fund the real marine robots developed and deployed by SAMS.
Thanks to National Lottery players, Creative Scotland via its Crowdmatch initiative will match donations £1 for £1 up to £250 for a limited time to boost the impact of pledges.
Starboard Maritime Intelligence Secures Series A Funding
Starboard Maritime Intelligence, the AI startup aiming to safeguard the world’s oceans and critical subsea infrastructure, has raised $23 million NZ in an oversubscribed Series A funding round.
The raise was co-led by Altered Capital—Starboard’s earliest investor—together with new partners OIF Ventures and King River Capital, with additional support from Co:Act Capital, Icehouse Ventures, and Whakatupu Aotearoa Foundation.
Amid escalating maritime security risks, including undersea cable sabotage, illegal marine activity, and contested trade routes, Starboard delivers the next generation of maritime domain awareness. Its AI platform fuses more than 1 billion maritime data points daily across AIS, satellite imagery, radar, oceanographic, and autonomous sensors to detect suspicious activity, highlight risks to subsea infrastructure, and issue real-time alerts that enable operators to act before incidents occur.
For governments, Starboard strengthens maritime security by detecting adversarial behavior, protecting subsea infrastructure, and supporting classified operations with real-time threat intervention.
For commercial operators, the platform reduces operational risk, safeguards supply chains, and improves trade resilience by providing unparalleled visibility across global shipping activity.
With clients in more than 30 countries, Starboard safeguards more than 840,000 km of subsea cable infrastructure and monitors a significant share of the world’s commercial fleet traffic.
The new funding will accelerate Starboard’s global expansion into North America, Europe, and the Indo-Pacific; strengthen its capabilities for classified and commercial maritime environments; and scale product innovation to meet rising demand for real-time threat prevention.
Emerging Maritime Battery Technologies
ABS has released a new publication, “Emerging Battery Technologies in the Maritime Industry Volume 2,” that addresses the limitations and advancements surrounding next-generation batteries, including:
- Lithium-ion
- Lithium-sulphur
- Lithium metal
- Silicon anode
- Sodium-ion
- Solid-state
- Redox flow
The publication highlights maritime applications for battery types while comparing key safety challenges that must be considered, such as thermal runaway and gas generation, for current and emerging technologies.
Ultrawide, Rectilinear Imaging via ROV
Theia Technologies’ MY23F for underwater ROVs features a 2.3-mm fixed focal length lens, engineered with patented Linear Optical Technology, to deliver ultrawide, rectilinear imaging with less than 0.5 percent distortion. On a 1/1.8-in. sensor and available in a combination C/M12 mount, the lens provides a 116° horizontal field of view and 5-megapixel (200 lp/mm) performance, making it the widest, no distortion lens available for this sensor size and resolution.
Optimized for both visible and near-infrared wavelengths, the MY23F preserves edge-to-edge resolution without software correction, critical for real-time machine vision, robotics, and autonomous navigation. Its rectilinear design maintains straight lines and accurate spatial detail even in low-light or high-particulate conditions common in deepwater environments.
Built for demanding industrial applications, the lens features a rugged metal housing, fixed elements for vibration and shock resistance, and athermalized performance from -20 to +70 °C. Focus remains stable across 440 to 940 nm, with minimal focus shift, making it ideal for ROVs and precision imaging in extreme underwater conditions.
First Exploration of Cyprus Mesophotic Ecosystems
Through the MESOPHOS project, the Marine & Environmental Research (MER) Lab carried out the first exploration of mesophotic ecosystems (50- to 200-m depth) of Akrotiri and Dhekelia in Cyprus, surveying more than 32 sites with an ROV. The surveys, funded by the U.K. government, revealed extensive assemblages of sponges, corals, anemones and other benthic organisms that support rich marine life.
More than 200 species were recorded, including several not previously reported in Cyprus, many of them protected and/or threatened. These mesophotic habitats are biodiversity refuges and contribute indirectly to sustainable fisheries, strengthening the resilience of marine resources.
Despite the depth, the human footprint was evident. The team documented marine litter and lost fishing gear that continue to affect marine life, marks from bottom-towed gear/trawling causing disturbance to sensitive habitats, the presence of alien species, and coral necrosis likely linked to ocean warming. These habitats develop extremely slowly and have limited capacity to recover once disturbed.
The MESOPHOS findings confirm the presence of sensitive ecosystems at 50 to 200 m and the pressures they face. There is an urgent need to adopt targeted protection measures, such as spatial restrictions on damaging activities and active management/removal of litter and lost gear, together with long-term, systematic scientific monitoring, the researchers said. Safeguarding this hidden natural wealth is essential for Cyprus’s marine heritage and for future generations.
Modernizing Ship Finance
By Dushyant Bisht
Humans have been sailing on ships since 4,000 B.C.E., but for many centuries ship ownership has been confined to closed networks and family dynasties.
Now, a digital revolution is shaping a maritime finance industry that is more transparent, efficient and accessible.
The maritime industry has historically been riddled with lack of trust and transparency. Ownership verification because of the division of global networks and diverse legal systems has been lengthy and difficult. The faking of shipping documents amounts to $1.2 billion per year.
Shipping companies were family-owned for generations, relying on regional, exclusive networks of investment funds. This resulted in an oligopoly on capital, in which a few managed the on-ramp to investment and billions worth of market cap were closed to the masses. This consolidation of power into a small number of hands resulted in market inefficiencies and inhibited the industry’s ability to innovate and grow.
The maritime industry’s reliance on paper for documents such as bills of lading or ownership certificates, which have stayed the same in form and function since the early 1600s, has been a recurring nightmare. This system is ripe for fraud, at a cost of billions every year. In addition, the current manual procedure for transferring ownership is slow, typically requiring 30 to 90 days to complete, and human error on paperwork contributes to 40 percent of all maritime lawsuits.
Ships are asset investments that pay off over decades, and liquidity is a challenge. It can take 12 to 24 months to sell a ship, plus time to transfer ownership. The lack of market transparency makes it difficult to discern accurate pricing. Illiquidity, coupled with the minimum $10 million to $50 million investment threshold, has prevented smaller investors from market entry.
The post-World War II global order gave rise to “flags of convenience,” under which shipowners would register their vessels in countries such as Liberia and Panama to lower taxes and skirt strict regulations. This practice of ownership obfuscation allowed creation of havens for tax evasion and enabled owners to take advantage of regulatory arbitrage, at the expense of safety and labor standards.
There is now a turning point, with new technologies to answer old problems.
Blockchain technology enables cryptographic security that makes forgery of documents virtually impossible. It creates an immutable record that can be verified by anyone and is entirely transparent. Transfer of ownership can now be done in minutes.
Tokenization allows for fractional ownership, allowing multiple investors to pool resources to buy ships via digital tokens. This reduces the investment threshold from millions of dollars to as low as $1,000, opening up a historically closed-off asset class to the ordinary investor anywhere in the world. The fact that these tokens can be traded on a digital platform enables a degree of liquidation previously nonexistent.
Smart contracts–the automated implementation of contracts via blockchain–are being used to secure maritime operations, enforce regulatory compliance by activating automated compliance checks per region, and automate payment for charter contracts and maintenance. This solution can reduce administrative overhead by 40 to 60 percent and can reduce legal spend by enabling programmed, rules-based dispute resolution.
The tech revolution is already happening, with maritime fintech startups paving the way for a new, sleek infrastructure for shipping. Shipfinex is one such company, providing a platform to invest in ship ownership in the form of a digital token on a blockchain. This system enables trust and efficiency. The process starts with asset vetting. An independent partner of Shipfinex will perform due diligence, legal check and professional valuation on a vessel. Next is “ring-fencing” the asset to protect investors via a special purpose vehicle to isolate financial risk. Finally, asset ownership is converted into marine asset tokens on the blockchain.
All this is made possible by distributed ledger technology, which ensures the authenticity and integrity of ownership shares and transactions. These smart contracts are integrated on Ethereum to automate functions such as the distribution of charter income directly to the token holders in a timely and fair way. It eliminates the middlemen and allows several investors to hold shares in a ship.
The marine tokenization market is growing, and Shipfinex offers investors a new way to diversify their portfolio by investing in fractional ship ownership. This is a fundamental change in ship ownership: completely digital, transparent and inclusive.
Marine Media Enterprises Launches to Offer Training Videos
Stephen Bond, the founder of the maritime training company Videotel, which was acquired by KVH, and his wife and long-time business partner, Loulla Mourouris Bond, have officially launched Marine Media Enterprises and its donate-and-train program.
The donate-and-train initiative enables companies to provide their seafarers with access to high-quality video material, co-produced with industry experts. The program also assists subscribing companies to meet their ESG (environmental, social, governance) objectives. In addition, twenty-five percent of the subscription fee will be donated to a charity of the subscriber’s choice.
Marine Media Enterprises offers a substantial and growing training library developed with a focus on seafarer well-being. Topics include: mental health, bullying, social isolation, GDPR, cybersecurity, mobile phone safety, and enclosed space entry. The content also covers shipboard operations during and after a pandemic, drug and alcohol awareness, mentoring, observation skills, incident reporting, financial fraud, just culture, and the master-pilot relationship. Other modules tackle port state control, maritime security, hot-work safety, working aloft, drinking water safety, and reducing single-use plastics. The company’s Personal Safety series ensures practical safety awareness in all parts of the vessel, from the galley to the engine room.
DOE Invests in Hydropower
The U.S. Department of Energy (DOE) has announced agreements on 11 projects and two prize competitions that will strengthen U.S. hydropower, the oldest form of electricity generation, and remove key barriers to its development.
DOE’s Water Power Technologies Office (WPTO) will make full or conditional awards to the following projects:
- $13 million for nine research and development projects across eight states aimed to maximize hydropower’s ability to respond to changing demand on the electric grid, enhancing the reliability and affordability of the U.S. electric system.
- $7.1 million for the Carrizo Four Corners Pumped Storage Hydropower (PSH) Center Project, a project led by New Mexico State University in collaboration with the Navajo Nation to investigate the feasibility of a potential PSH project that will provide power and storage capacity to the region.
- $1 million for a project led by River Connectivity Systems to advance an innovative, low-cost technology that dam operators can use to enhance water quality downstream from dams, helping hydropower facilities operate more efficiently while also ensuring that Americans are able to enjoy healthy river systems.
WPTO also announced the opening of its annual collegiate competitions, the Hydropower and Marine Energy Collegiate Competitions. Through these competitions, students gain real-world experience designing and managing water power systems, valuable exposure to career pathways, and greater knowledge of water power’s potential to provide reliable, affordable, and secure energy. Teams interested in competing must submit applications by September 19, 2025 at 11:59 p.m. EST.
Milling Flanges to Meet Tighter Tolerance Demands for Wind Turbines
CNC Onsite machine prior to mounting onto the flange.
By Dr. Malene Conlong
Headquartered in Vejle, Denmark, CNC Onsite designs and delivers high-precision mobile machining for wind turbines, including offshore foundations. Machines built by CNC Onsite are designed to be flexible using its proprietary “building blocks” approach, which means machinery can be built to match a range of tasks.
CNC Onsite serves the onshore and offshore wind energy sector delivering as standard solutions: machining of large-diameter steel flanges and blade root ends; specialized repair services covering yaw ring, inserts in blade root, rotor lock, generator shaft, bearing housing, and threaded holes; and removal and replacement of worn and broken bolts.
The company has recently delivered its custom-built “Goliath” machine to the wind tower manufacturer Welcon, which is now using the machine to mill 97 bottom tower flanges for Vestas’s 15-MW V236 turbines destined for projects in Germany and the Netherlands. Production began in April, and the first flanges have already exceeded flatness specifications, ensuring a perfect fit with the transition piece—enhancing reliability and design flexibility and significantly reducing costly post-production checks.
The milling process ensures that the tower and transition piece align perfectly, forming a flat, stable connection between the two flanges, a critical mechanical joint held together with bolts. By implementing CNC Onsite’s machining process, industry-leading tolerances are achieved, which eliminates the need for heat straightening, a common post-production step to correct flatness issues, while optimizing the maintenance of bolts during operation.
The precision machine Goliath is custom-built by CNC Onsite, specifically designed to ensure flat flanges for structural strength and fatigue resistance.
Bolted Connections with Long-Term Benefits
On the first flange, CNC Onsite has achieved a global flatness tolerance of 0.21 mm. The required 1 mm for this project is already well below the common industry standard of 2.5 mm, proving the machine’s performance.
Ensuring a tolerance of 1 mm or better is a significant benefit when it comes to ensuring correct bolt tightening. With 160 bolts in a flange, this is a considerable cost-saver by reducing maintenance and downtime due to loose bolts.
Welcon will integrate the flange-facing process as a standard manufacturing step, replacing the traditional heat straightening method, a controlled heating and cooling process used to correct flatness distortions after welding in metal components, such as wind turbine flanges. By employing Goliath on the 97 bottom flanges, the tower manufacturer can ensure a faster, more uniform method.
Goliath mills Vestas flanges with 7.5-m diameter.
Added Value for Vestas
The consistent flatness across all flanges will provide Vestas, the customer of Welcon, with greater flexibility in flange designs and dimensions, as well as a broader choice of bolt sizes.
“The industry demand for fine tolerances is increasing,” said Johnny Hauggaard Skov, vice director of Welcon. “To meet flatness requirements, we need a machine-based process, as heat straightening cannot achieve the necessary precision.”
He added: “We also expect this to improve health and safety by eliminating manual work.”
“If applied throughout the industry on all flanges, from tower to transition piece, I believe this precision milling will offer a range of benefits,” said Peter Sigfred Mortensen, a senior specialist in offshore tower structure in Vestas’s Towers R&D department.
“When all flanges are completely flat, it eliminates the costly measurements we have seen both at sea and prior to shipping. It will also provide design freedom, including the option of smaller and even maintenance-free bolts.”
The first flange achieved 0.21-mm tolerance after precision
milling.
Meeting New Challenges in Large-Diameter Flanges
As wind turbine tower flanges grow in diameter—now reaching 7.5 m for Vestas’s new 15-MW turbines, the demand for even finer tolerances increases.
It is a challenge to achieve the required precision for 4- to 5-m-diameter flanges. Given today’s 7-m (and larger) flanges, the tolerances are even tighter. This combination of larger diameter and stricter tolerances makes it nearly impossible to meet standards with traditional methods.
Designed for efficient operation, the machine is mounted directly onto the flange. Using adjustable legs with hydraulic cylinders or optional electric actuators, the machine is securely positioned, allowing easy switching between different flange diameters.
Powerful electric motors enable fast, high-precision milling. The machine handles flanges from 6.5 to 10 m in diameter in the standard configuration and can be adapted for larger sizes. Fully CNC-controlled, the machine can mill flat, tilted and double-tilted flanges, as well as features such as gasket grooves.
Goliath is the result of CNC Onsite’s more than 12 years of expertise in machining flanges for the wind energy industry. Developed and built based on this extensive experience, the new machine sets novel standards for precision and efficiency.
The machine for Welcon is the third custom-built Goliath machine since its launch in 2022, designed for large-diameter flanges. It is currently in use by offshore customers in Denmark and Spain. It is available for lease or purchase.
Streaming Technology for Real-Time Offshore Inspections
SubC Imaging’s real-time streaming solution, used by energy company Woodside in collaboration with contractor Wood, enabled a high-quality live subsea video feed from the Shenzi asset, located 121 miles offshore Louisiana, to an onshore operations center.
This marked the first remote subsea inspection in the U.S. Gulf of Mexico, with SubC’s real-time streaming solution overcoming traditional challenges of underwater surveys, where data is typically recorded offshore and reviewed weeks or even months later.
By transmitting secure, high-resolution live video from offshore to onshore teams hundreds of miles away, the technology delivered clear safety and efficiency benefits during the inspection.
It removed the need for a full complement of inspectors, engineers, and support personnel onboard the inspection vessel, lowering offshore exposure and improving safety.
The streaming solution by SubC allowed the team to instantly review footage, identify anomalies on the spot, and re-inspect in real time, reducing the reporting timeline from months to days.
Operators were able to make immediate decisions, request follow-up inspection passes in the moment, and shorten the time from inspection to remediation. This reduced costly delays and improved data quality since anomalies were addressed while the inspection was still in progress.
Adam Rowe, v.p. software at SubC Imaging, commented, “Companies are realizing that remote inspections aren’t just about convenience. They fundamentally change how quickly and effectively you can respond to findings. By giving teams access to live subsea data from anywhere in the world, we’re helping them work safer, cut costs, and accelerate their entire inspection process.”
Clinton Jensen, subsea inspection lead at Wood, added, “Wood led the subsea inspection from shore with SubC Imaging’s streaming capabilities. It reflects our vision to lead the industry toward smarter, safer, and more efficient operations.”
This subsea inspection milestone is thought to be one of the first American Bureau of Shipping (ABS)-approved remote inspections in U.S. waters. The project highlights how SubC Imaging’s remote operations technology is advancing offshore inspections for operators and service providers globally.
Wireless Devices for Polar Research Rely on Small Battery Packs
Battery packs power seismometers that surround Mt. Erebus, an active volcano in Antarctica. (Credit: EarthScope)
By Brett Baker
Formed through the recent merger of IRIS and UNAVCO, EarthScope Consortium assists the research community in procuring, deploying, and maintaining scientific instruments used in geophysics and other Earth sciences, as well as related data archiving and distribution services.
As the operator of the U.S. National Science Foundation’s GAGE and SAGE Facilities for geoscience, EarthScope often works in harsh environments, ranging from the polar regions to scorching deserts to deep drilled holes and more. Most applications are off the grid, requiring the use of battery-powered devices. Harsh environments such as these present challenges for batteries, perhaps none more extreme than the polar regions, the solutions for which provide valuable insight applicable to other remote deployments.
Battery packs power seismometers around Mt. Erebus. (Credit: EarthScope)
Wireless Challenge in Polar Climate
Among the most desolate regions on Earth, the Antarctic has temperatures that can reach -90° C during winter. Despite being so inhospitable, this frozen continent attracts researchers from around the globe who seek to unlock the secrets of Earth’s structure and formation, including plate tectonics, earthquakes, volcanoes, glacial ice movement, and more. Many polar projects require highly specialized batteries that are capable of performing reliably in extreme cold. These batteries power wireless devices.
EarthScope and Tadiran Batteries have collaborated to develop the TLP-93101E battery pack, which is assembled by EVS Supply and designed to withstand the extreme environment at the poles.
The TLP-93101E battery pack incorporates 50 Tadiran TL-4930 D-size bobbin-type LiSOCl2 cells along with five HLC-1550A hybrid layer capacitors (HLCs) that deliver the high pulses required for wireless communications. Based on average current draw requirements, each pack is designed to last one to two years while delivering 190 Ah of energy at 18.57 V with up to 15-A pulses. This pack is inherently safe and environmentally friendly. It is also ruggedly constructed using Schottky diodes, positive temperature coefficient (PTC-200) thermistors (thermally resettable fuses), 18-gauge wire, a weather pack shroud-style (WPS) connector, PVC jacketing, and shrink enclosure.
While most battery chemistries perform poorly in extreme cold, bobbin-type LiSOCl2 chemistry stands apart, remaining stable down to -55° C, modifiable to withstand -100° C.
Another key feature is miniaturization. Compared to an equivalent pack using cold-rated lithium iron phosphate (LiFePO4) batteries, TLP-93101E packs fit within a 93 percent smaller footprint (13.62-by-2.59-by-6 in. versus 28-by-14-by-7.4 in.), with an 85 percent weight reduction (11 versus 70 lb.).
This difference becomes even greater when compared to lead-acid batteries. By reducing size and weight, shipping costs from New Zealand to Antarctica are significantly reduced while also meeting UN and International Air Transport Association guidelines for transporting hazardous goods.
In addition, the small footprint of the TLP-93101E permits greater numbers of battery packs to fit into the cargo holds of small planes and helicopter slings used to transport this equipment to remote sites.
Seismic station near a camp at the ice flow divide on the West Antarctic Ice Sheet. (Credit: EarthScope)
The Value of Lower Self-Discharge
Self-discharge results from internal chemical reactions that occur even when there is no connection between the electrodes or to any external circuit. As a result, many low-power devices lose more energy annually due to self-discharge than is exhausted while operating the device, resulting in premature battery failure.
Bobbin-type LiSOCl2 cells have a unique ability to limit self-discharge by harnessing the passivation effect. Passivation involves a thin film of lithium chloride (LiCl) that forms on the surface of the anode to separate it from the electrode, thereby reducing the chemical reactions that cause self-discharge. When a continuous current load is applied to the cell, the passivation layer causes initial high resistance and a drop in voltage until the discharge reaction begins to dissipate the passivation layer, which is a continually repeating process.
By effectively harnessing the passivation effect, the self-discharge rate of certain cells can be reduced to just 0.7 percent per year, thereby permitting wireless devices to operate for up to 40 years without having to replace the battery.
Seismic station on the West Antarctic Ice Sheet. (Credit: EarthScope)
Field Examples
A common example of this type of battery pack being deployed in Antarctica involves a seismometer installed in the ground, with power supplies and data recording equipment enclosed in above-ground cases. Reliance on lead-acid batteries during dark winter months would necessitate overbuilding the power supply, which would further exacerbate the size/weight issue.
TLP-93101E battery packs are being deployed to power seismometers that surround Mt. Erebus, an active volcano located approximately 20 mi. from the McMurdo Station, the U.S. Antarctic research facility operated by the National Science Foundation. This wireless network provides real-time data and aids in the study of the volcano’s dynamics. While this particular application is located within reasonable proximity of the McMurdo Station, which is rare for Antarctic deployments, industrial-grade LiSOCl2 battery packs are still required in order to withstand high altitude and katabatic winds.
Another prime example involves a network of seismometers that monitor the Thwaites Glacier. These instruments detect seismic signals produced by cracking or lurching movement of the ice along the bottom. They also provide data used to map and characterize the bedrock beneath the ice.
Seismic station on Thwaites Glacier. (Credit: EarthScope)
Custom Solutions
In the harsh clime of Antarctica, hybrid power supply solutions are often utilized for wireless devices. For example, during summer months, certain instruments can be powered by energy harvesting by combining solar arrays with lead-acid batteries. In winter months, the power source switches over to bobbin-type LiSOCl2 battery packs that also provide emergency backup.
Every remote wireless application is unique, demanding individualized power management solutions. As a result, careful due diligence is required to identify the most cost-effective solution that will prevent premature battery failure, lower the cost of ownership, and protect data integrity.
Maritime Software Company Acquires Advisory Firm
U.S.-based maritime software company OrbitMI has acquired Swedish advisory firm Gale Force, expanding its portfolio in voyage optimization and environmental compliance.
The deal follows OrbitMI’s recent purchase of Quebec-based AI specialist AuQub and reflects the company’s strategy to blend maritime expertise with digital tools for shipowners and operators.
Gale Force, founded by Tom Sandberg (pictured above), provides route optimization, voyage execution support, and emissions reporting services. Its team of marine meteorologists and naval architects will join OrbitMI, adding technical depth and a regional base in Sweden and Norway.
OrbitMI said integrating Gale Force’s services into its platform will give clients faster access to connected workflows and actionable insights.
“We’re building more than a platform, we’re building a partner in maritime decision-making,” commented CEO Ali Riaz.
The company added that it remains committed to an open integration approach for weather services, allowing clients to use their preferred providers.
Sandberg said joining OrbitMI would allow Gale Force to expand its model to a wider market. “Better data leads to better decisions, but only when supported by the right expertise,” he noted.
Advanced Workflows for Survey, Dredging Operations
High-quality hydrographic data are achieved by integrating position and orientation data from the Applanix POS MV OceanMaster with Trimble RTX, alongside sonar data collected from a multibeam system.
By Peter Stewart
Whether surveying seafloor or dredging port sediment, acquiring continuously accurate, high-quality data in underwater conditions has long been a challenge for marine contractors.
Although technology offers immense potential to support these endeavors, the complexity has often posed significant challenges. For years, these advanced systems required a deep level of expertise to implement effectively, largely due to the intricate interplay of various components.
Take, for example, the process of seafloor mapping. This task typically involves an array of equipment such as multibeam sonar, positioning and orientation systems (POS), laser sensors, speed-of-sound devices, and cutting-edge software to process and interpret data. Ensuring these tools operate in perfect harmony is no small feat, yet it is essential for producing the precise, high-quality underwater data that marine operations necessitate.
As James Dunkley, senior manager of hydrographic surveys at Brownsville, Wisconsin-based Michels Corp., a global power, pipeline, energy and infrastructure construction company, notes: “One of the things people in our industry may not realize until they’ve already invested in technology is the time and cost required to install sensors and integrate systems. Too many times, we must sort these things out on our own.”
More recently, there’s been greater emphasis by developers on prioritizing usability and data quality. The solutions are more intuitive and user-friendly, making it easier for professionals, whether on a boat or in an excavator, to effortlessly access and interpret data without needing to grapple with the intricate mechanics of system configurations.
A POS Perspective
The evolution of POS provides some insights into the ease-of-use evolution of undersea technology. Today’s advanced POS-based marine systems are uniquely suited to the requirements of precision marine motion sensing, hydrographic surveying and charting. They can deliver precise position, heading, attitude, heave, and velocity data for a marine vessel and remote sensing equipment. By combining global navigation satellite system (GNSS) data with angular rate and acceleration derived from an inertial measurement unit (IMU), along with GNSS azimuth measurement system heading, these systems offer an accurate 6 degrees of freedom POS.
When combined with multibeam sonar, hydrographers can generate very precise, georeferenced seafloor mapping data. Manufacturers have devoted considerable time helping customers integrate and configure system components at the factory and during commissioning. The key innovations developers have focused on include improving data availability and quality through the deployment of a seamless GNSS solution that integrates sensor calibration and correction technologies with multibeam sonar.
The Port of London project provides one such example of how these integrated solutions support the all-important hydrographic aspects of a project.
POSPac MMS (mobile mapping sensor) includes a database of thousands of GNSS base stations worldwide that can be automatically downloaded for SingleBase or SmartBase processing.
No Limits with Lidar
The Port of London Authority is charged with ensuring navigational safety and port security along the River Thames, a complex survey area with several bridges, considerable river traffic, and other obstructions that block GNSS line of sight.
Tasked with collecting survey data, the Port of London Authority Hydrographic Service equipped its vessel with a GNSS-aided inertial navigation system for georeferencing a multibeam sonar and a lidar sensor.
With a fully integrated solution, the team was able to capture lidar and multibeam sensor data at the same time to map both the structural elements on the underside of a bridge and the underwater view, providing complete, accurate information in areas where the GNSS environment makes it most difficult to do so, but where, conversely, the need for accuracy is at its highest.
In the near future, complete multibeam solutions with more seamless integration of GNSS, inertial, and other technologies such as lidar will make the technology more accessible to a wider audience beyond just expert hydrographic surveyors to construction, environmental monitoring, search and rescue, and more.
The integration of a real-time correction service, such as Trimble CenterPoint RTX, or post-processing techniques as well as sonar technology also helps to deliver more efficient and accurate dredge operations.
Screenshot of Trimble Marine Construction software showing the bucket’s position relative to the design depth specification.
Resolving the Dredge Dilemma
Much like multibeam sensor integrations for hydrographic surveying, the technological advances to support activities such as dredging are also emphasizing ease of use and quality data with simpler setups. For instance, while sonar was once only the realm of large-scale specialized companies, recent advancements have significantly reduced the cost of sonar systems, making them accessible to a broader range of marine construction projects.
When combined with GNSS systems, advanced sonar-driven 3D visualization tools enable operators to have live feedback on a project’s progress. It eliminates all-too-familiar lags in production while waiting for post-survey results. With this combination, operators have immediate confirmation of grade alignment, object placement, or debris clearance, thus driving improved precision and productivity.
The data in the cab are continuously updating to changing conditions as debris is removed while tracking the precise position and heading of dredging/construction equipment operating underwater. An added benefit is that project teams no longer need a diver to verify underwater conditions, greatly improving job site safety and productivity.
For Michels, it’s a development progression that has forever changed the way the company navigates and excavates underwater projects.
Managing Underwater Parameters
One of the first projects in which Michels was able to take advantage of fully integrated systems was the Missouri River Bedrock Removal Project for the U.S. Army Corps of Engineers, Omaha District. The goal of the project was to excavate a minimum of 120,000 cubic yards of material and restore adequate channel parameters to provide safe navigation of river boat traffic on the Missouri River. The area of concern spanned a little over 2 mi.
“We were basically breaking rock underwater and then removing it,” said Dunkley. “These are pretty inhospitable conditions—and many machine and sensor systems would not work in these harsh conditions.”
An excavator equipped with the Trimble Marine Construction system removes rock from the Missouri River.
The Michels team mounted a 95-ton Cat 395 excavator on a barge that was tugged into the area of work and equipped with sensors to measure everything from pitch and roll to the movement of excavator attachments. A monitor connected to the Trimble Marine Construction real-time positioning system was used to display survey and design information and provide a visual of the equipment as it moved underwater. Data on the monitor included hydrographic surveys of the river bottom and the dredge prism defining the channel that needed to be cleared: all in 3D, plan and profile views. The pre-dredge/construction hydrographic survey data were collected using a multibeam echosounder with an embedded Applanix GNSS-INS.
The positioning data became particularly crucial for navigating and guiding the excavation work safely, accurately, and efficiently according to project specifications and survey. Even when working underwater, the system continued to provide an accurate real-time depiction of the bucket or other attachment locations, the position of the boom and stick, and their relationship to both the hydrographic survey data and the design layers defining the dredge prism/channel that needed clearing.
“The positioning system performed continuously throughout the entire project duration without any downtime caused by issues with the electronics, components or software,” said Dunkley. “That equates to improved efficiency in the field and successful project execution.”
The firm’s technology-enabled solutions have been deployed on multiple projects, including those that require mobilization of amphibious excavation equipment.
The streamlined integration of technologies such as GNSS and multibeam sonar into marine construction and dredge operations is setting a new standard for efficiency and precision. Solutions blending real-time sonar data with advanced machine guidance systems are no longer reserved for niche projects—they are rapidly becoming industry staples. By pairing hydrographic surveys with coordinated equipment workflows, operators can achieve an unmatched level of situational awareness, optimizing every phase of their operation.
Peter Stewart is the director of marine products at Trimble Applanix.
USV + Multibeam Echosounder Enhances Safety in Critical Waterways
CHCNAV’s Apache 4 USV paired with the HQ-400 compact multibeam echosounder is a combination that provides ad- vantages over traditional vessel-based survey by delivering high-quality data with exceptional deployment flexibility.
By Taxiya Wang
Waterways are critical for global maritime transport, and ensuring their safety is vital for vessel operations, crew welfare, and maintaining economic flow. The underwater terrain is constantly reshaped by natural forces, such as sediment buildup, shifting seabed, and geological hazards, which introduce uncertainty and risk, especially in busy or remote navigation channels.
Traditionally, these areas have been monitored using manned survey vessels equipped with multibeam echosounders (MBES). While effective, these operations are costly and require complex deployment procedures. They also have limited access to shallow or constrained zones.
To overcome these challenges, the maritime industry is increasingly turning to intelligent, unmanned systems that provide accurate, efficient and adaptable solutions, especially for high-resolution hydrographic mapping in dynamic aquatic environments.
Breaking the Boundaries of Traditional Hydrographic Surveys
Manned survey vessels encounter operational limitations in confined or shallow environments. In narrow channels, ports, and complex river junctions, submerged structures, limited space, and other vessel traffic often hinder their maneuverability.
More critically, traditional vessels have difficulty accessing nearshore and ultrashallow zones, which are essential for assessing sedimentation, scouring, and potential navigational hazards. Without data from these areas, effective waterway management becomes difficult, resulting in reactive rather than proactive dredging or infrastructure reinforcement.
CHCNAV’s Apache 4 USV paired with the HQ-400 compact multibeam echosounder.
A Modern Solution to Complex Hydrographic Conditions
In a recent survey of a Yangtze River tributary, CHCNAV overcame the challenges posed by the environment with a fully integrated system: the Apache 4 USV paired with the HQ-400 compact multibeam echosounder. This combination provided a compelling alternative to traditional vessel-based methods by delivering high-quality data with exceptional deployment flexibility.
In just 3 hr., the system mapped 0.7 km2 of complex underwater terrain and produced detailed contour maps, terrain point clouds, and digital elevation models. Compared to conventional approaches, the integrated solution tripled operational efficiency while maintaining centimeter-level accuracy across the entire data set.
Accurate Positioning in Remote Environments
Remote and topographically challenging waterways often result in communication and GNSS correction disruptions. During the Yangtze River project, network limitations and terrain interference disrupted real-time kinematic (RTK) corrections, jeopardizing the reliability of live data.
To address these issues, CHCNAV used post-processed kinematic (PPK) positioning technology. The HQ-400 MBES and the Apache 4 USV captured high-quality raw GNSS and IMU data that were later corrected using post-processing software. This approach bypassed the need for real-time RTK corrections, ensuring precise positioning even in environments with limited connectivity.
The result was a dependable, uninterrupted workflow capable of capturing dense, high-accuracy bathymetric data in real-world conditions.
The Apache 4 USV and HQ-400 MBES used for the Yangtze River tributary survey gathered data that revealed valuable information about shoreline sedimentation and scour dynamics.
Streamlined Surveying with Intelligent Automation
CHCNAV’s EasySail control software is an Android-based platform that simplifies mission setup. It allows users to import CAD files (.DXF) to define survey boundaries. Operators can configure route plans, set line spacing, swath overlap (typically greater than 20 percent), and course direction with a few taps for full area coverage.
During operation, the system dynamically adjusts to environmental changes. Parameters such as beam angle, ping rate, and depth gates automatically adjust to match depth and bottom conditions. This smart automation reduces the operator’s workload, ensures optimal sensor performance, and enhances data integrity without requiring constant manual adjustments.
Thanks to its ultrashallow 0.15-m draft, the Apache 4 excels in narrow and nearshore environments. Meanwhile, the HQ-400’s 150-m depth range and 120° swath angle provide comprehensive coverage at various depths, ideally suited for high-resolution bathymetric surveys.
Efficient Post-Processing for Reliable Deliverables
After data collection, it is essential to transform raw sonar returns into actionable insights. CHCNAV’s Multibeam Suite (CMS) software offers an intuitive interface for efficiently managing extensive bathymetric data sets.
Built-in automated filters quickly remove noise, outliers, and false echoes caused by environmental or sensor interference. This reduces the need for manual cleaning and ensures that only soundings with a high degree of confidence are kept, speeding up post-processing while ensuring data quality.
Yangtze River MBES data via USV survey.
Proven, Accurate Results
The integration of CHCNAV’s Apache 4 USV and HQ-400 MBES yielded impressive results during the Yangtze River tributary survey. The team mapped 0.7 km² of the riverbed in just 3 hr., which is three times more efficient than traditional survey methods. The accuracy was equally impressive: 99.96 percent of the recorded depth points met the International Hydrographic Organization’s stringent standards.
The resulting data set supported the creation of detailed contour maps, dense underwater point clouds, and accurate digital elevation models. These deliverables revealed valuable information about shoreline sedimentation and scour dynamics. This information aided in the development of targeted plans for dredging, bank stabilization and long-term waterway management.
Even under fluctuating water levels, the data remained consistent with satellite imagery, confirming the system’s reliability and resilience in the field.
The Future of Waterway Monitoring
The Yangtze River tributary project highlights the potential of unmanned hydrographic solutions. Replacing traditional manned surveys with a high-resolution, agile USV-MBES platform substantially improved the project’s data quality, efficiency and operational safety. The ability to capture centimeter-accurate underwater terrain data in shallow, restricted areas while meeting international standards demonstrates the real-world value of the integrated unmanned USV-MBES approach. As waterways continue to shift due to natural forces and human impact, advanced unmanned systems are poised to become essential tools for managing, maintaining, and protecting these vital infrastructure lifelines.
Remote Ocean Mapping Evolves with USVs
Seafloor mapping of the 12-Mile Bank in the Cayman Islands.
By Kitch Kennedy • Brian Connon
The journey of remote ocean mapping using USVs has accelerated rapidly over the past decade, driven by necessity and innovation. Ocean mapping is critical for managing marine resources, ensuring safe navigation and understanding climate change. Yet, vast areas of the seafloor remain uncharted. USVs are exponentially expanding our understanding of the ocean floor.
At the forefront of USV innovation is Saildrone, a company that began with a vision of sustainable maritime data collection and has since become one of the world’s premier providers of autonomous ocean mapping vehicles. From the initial development of the solely wind-powered Explorer to the more sophisticated fleet of Surveyor- and Voyager-class vehicles, Saildrone has continually adapted to challenges, integrated cutting-edge technologies and reshaped the ocean mapping landscape. This article highlights the evolution of remote ocean mapping through the lens of Saildrone, detailing how the company addressed the inherent challenges of autonomous bathymetry and steadily developed into a trusted partner for defense, commercial, and scientific stakeholders.
Mission History
Saildrone began building and deploying small USVs in 2013 to collect critical ocean, weather, and climate data. The Saildrone Explorer USVs, powered by wind for propulsion and solar for onboard systems, offered more than 12 months of endurance, an unprecedented capability within the autonomous surface vehicle industry. These vehicles were truly disruptive, offering for the first time an affordable, environmentally friendly solution for persistent data collection in the most remote ocean regions. From the Arctic to the Antarctic, the Mediterranean Sea to the Pacific Ocean, the Saildrone Explorer provided a unique capability for researchers around the world.
Saildrone’s early success, especially on missions for NOAA, resulted in a project at the University of Southern Mississippi to evaluate a Saildrone Explorer as an ocean mapping platform. Explorers had conducted some single-beam sonar mapping, but this proof of concept was focused on a Saildrone USV outfitted with multibeam sonar to provide high-quality bathymetric data.
In order to prove the concept, a Saildrone Explorer would need to conduct a series of offshore mapping projects demonstrating the ability to collect high-quality data, drive straight survey lines, determine power limitations and management techniques, and integrate a system to collect sound velocity profiles.
Over two years, Saildrone successfully conducted a number of mapping demonstrations off the coasts of Mississippi and California that proved the concept and identified a number of challenges to be addressed in order for a Saildrone USV to be considered a viable ocean mapping platform. These challenges included power generation to support high-consumption sensors, such as sonar, and advanced computing; the need for an integrated winch with a sound velocity profiler (SVP); and improved communications to the systems on board.
Surveyor: Purpose-Built for Hydrography
Building on lessons learned, Saildrone set out to design a purpose-built USV capable of supporting high-quality ocean mapping in both deep and shallow waters. Enter the Saildrone Surveyor, a 22-m autonomous vehicle equipped with a full suite of hydrographic instrumentation, including Kongsberg EM 304 and EM 2040 multibeam sonars and the Seapath 330+ positioning and motion reference system.
The working prototype Surveyor featured satellite communications, a profiling CTD winch built in-house for seamless integration with onboard software, and a marine engine designed to provide power and alternative propulsion for the USV.
The development of the Surveyor was made possible through generous philanthropic funding, a testament to the growing recognition of the ocean’s importance and the value of persistent, cost-effective data collection.
To test the Surveyor platform, a roundtrip mapping transit was carried out between California and Hawaii, followed by a three-month deployment to the Aleutian Islands. The success of these missions showcased the potential of uncrewed systems to reach remote and challenging survey regions with minimal human risk and at a fraction of the cost of traditional vessels.
Building on lessons learned during these real-world deployments, Saildrone updated the design of the Surveyor with an improved sensor suite and manufactured five USVs in 2025. One of the highlight missions for the new Surveyor took place in the Exclusive Economic Zone of the Cayman Islands, where the vehicle conducted deepwater mapping of 90,000 km² in previously uncharted areas.
Seafloor mapping of the 60-Mile Bank in the Cayman Islands.
Ocean Mapping Innovation
As Saildrone Surveyor operations matured, new technical hurdles emerged. One significant limitation was the reliance on SVP systems, which require regular data collection to ensure accurate multibeam measurements. Traditional SVP systems, while effective, were constrained by battery life and manual data retrieval. To overcome this, Saildrone partnered with AML Oceanographic to codevelop a solution that would match the operational endurance and autonomy of the Surveyor. The result was a novel, inductively charged SVP instrument with Bluetooth communications, enabling remote operation and hands-free data acquisition. This evolved into a more robust unit featuring Wi-Fi capabilities and automated data transfer, a tool that is now commercially available and used widely outside the Saildrone fleet as well. This collaboration marked an inflection point: Saildrone wasn’t just integrating existing tools; it was helping to advance the ocean mapping technology itself.
Autonomy depends on robust and reliable communication. In early missions, Saildrone used Iridium satellite communications to exchange data with its USVs. While sufficient for basic command and control, the narrow bandwidth created bottlenecks in transmitting large volumes of sonar data or monitoring sonar data collection in real time. These limitations became especially apparent during high-latitude missions, such as Saildrone’s pioneering work in the transits between Alaska and Hawaii and subsequent survey around the Aleutian Islands. The need for broader, more consistent and robust data transmission pathways became clear.
Saildrone responded by integrating a global, high-bandwidth satellite communications system into its vehicles. The result was a transformative leap in capability—the team could offload low-latency data in near real time while remotely monitoring and troubleshooting systems, running diagnostics, and even executing software updates from mission control. This advancement opened new possibilities for live mission planning, adaptive survey strategies and rapid customer engagement, all essential for modern ocean mapping operations.
With the Surveyor successfully addressing deep- and mid-shelf-water mapping, a smaller, more agile platform was needed for coastal environments. Customers sought high-resolution coastal bathymetry and sub-bottom profiling for offshore wind development, habitat mapping, and coastal undersea infrastructure planning and monitoring.
Saildrone answered with the Voyager-class USV, a 10-m vehicle equipped with a NORBIT multibeam echosounder and an integrated sub-bottom profiler. The Voyager was designed for containerized transport, enabling it to be shipped globally in standard 40-ft. containers and launched with minimal shoreside infrastructure. The compact Voyager provides unparalleled flexibility for nearshore survey operations, with applications ranging from critical infrastructure mapping to coastal resilience planning.
Saildrone co-develops autonomous survey technologies along with its USVs.
Optimizing Autonomous Survey Workflows
One of Saildrone’s most important evolutions is evident in the development of enhanced mission planning and data visualization tools. As autonomous survey operations became more common, the need for intuitive tools to support planning, monitoring and client interaction grew. Saildrone invested heavily in the user interface and data visualization of its Mission Portal, a web-based platform for planning, tracking, and visualizing survey missions in near real time. Mission Portal enables internal operators and external clients to view tracklines, sonar coverage, environmental overlays, and system status through an intuitive interface. More than a simple dashboard, Mission Portal has become a vital part of the workflow for clients and operators alike. It supports remote mission adjustments, real-time quality control, and collaborative planning, enabling customers to feel connected and in control even when the vehicle is thousands of miles away.
A critical challenge Saildrone faced in its evolution was adapting existing hydrographic data acquisition software for fully autonomous operations. Most commercial acquisition systems were designed with the assumption that a trained human operator would be on board to start lines, monitor data quality and respond to anomalies in real time. This paradigm proved inefficient in a USV context. To overcome the legacy approach to survey operations, Saildrone worked closely with leading sonar manufacturers to streamline and reconfigure acquisition software to support remote operation, autonomous control, and integration with mission planning tools, ultimately enabling watchstanders to monitor multiple platforms simultaneously with confidence in data quality.
Another significant challenge encountered during operations was the biofouling of the SVP sensor, particularly from seaweed and debris. This issue, often difficult to detect without human oversight, was amplified during recent, unprecedented Sargassum blooms in the Caribbean. To address the problem, Saildrone developed enhanced operating procedures and engineered a mechanical solution, an onboard device designed to automatically clear obstructions from the SVP. This innovation eliminated the need for manual intervention and, together with improved software tools, has markedly increased the reliability and quality of data collected during long-duration, fully autonomous missions.
Traditionally, hydrographic data processing required manual retrieval, large file transfers and significant post-mission work. With the advent of Starlink and expanded cloud infrastructure, Saildrone has moved toward real-time data processing as standard. Sonar data collected by the Surveyor and Voyager platforms can be uploaded and processed in near real time using cloud-based tools. This enables early detection of data quality issues, faster project delivery and reduced post-mission workload. Saildrone’s cloud processing pipelines not only provide basic quality assurance but also support customer-defined processing workflows and deliverables. As a result, clients receive preliminary data products during the mission itself, shortening timelines and increasing the agility of hydrographic campaigns.
One of the most novel aspects of utilizing USVs is the use of remote watchstanders. Traditionally, hydrographic surveys required onboard personnel to monitor systems, adjust settings and ensure data quality. In contrast, hydrographers and survey technicians can now operate from anywhere with internet access. They monitor multiple USVs simultaneously, ensuring system health, validating sonar performance and adjusting mission parameters as needed. This remote operations model not only increases efficiency but also expands workforce opportunities. By decoupling operations from physical presence, Saildrone has created roles for hydrographers, data analysts, and technicians who might otherwise be excluded from fieldwork due to geography, caregiving responsibilities, or physical limitations. It’s a model that blends technical excellence with social equity, a rare but powerful combination in the maritime domain.
A Sustainable, Autonomous Mapping Future
As ocean mapping continues to grow in importance for resource management, offshore development, climate science, and national security, the need for persistent, scalable, and sustainable data collection platforms becomes more urgent. Saildrone has demonstrated that with the right mix of innovation, partnerships, and mission focus, it’s possible to overcome technical barriers and build a new kind of mapping fleet: one that’s autonomous, environmentally responsible, and operationally efficient.
A prime example is Saildrone’s recent groundbreaking deep-sea cable route survey for Meta, which proved that USVs can deliver high-quality data for subsea infrastructure planning in the most remote ocean environments. The company’s roadmap includes further integration of AI for adaptive mission planning, expansion of its cloud-based analytics platform, and increased collaboration with government and industry to push autonomous hydrography into the mainstream.
Saildrone’s evolution, from a single proof-of-concept multibeam test to a global fleet of advanced USVs, is more than a technology story. It’s a vision realized, and a clear signal that the future of ocean mapping is here, driven by wind, guided by satellites, and built for a changing world.
Kitch Kennedy is the director of ocean mapping at Saildrone.
Digital Twin Emergency Rescue Co-Pilot for India’s Deep-Ocean Human Submersible
The crew inside Matsya6000 during testing.
By Dr. N.Vedachalam • Dr. VBN Jyothi • Dr. R.Balaji
Under the Deep Ocean Mission, a key component of the Blue Economy initiative by the government of India, the Ministry of Earth Sciences-National Institute of Ocean Technology (NIOT) is developing a state-of-the-art, fourth-generation, deep-ocean, battery-powered, scientific, human-occupied submersible: Matsya6000. It is designed to carry three humans down to 6,000-m depth, with an endurance period of 12 hr. and 96 hr. of emergency life support.
The reliability of Matsya’s mission-critical systems is ensured through redundancies. Human-rated configuration for life-critical systems meets IEC 61508 standards. While emergency drop-weights and jettisonable systems ensure safety under extreme loss of buoyancy and entanglements, a drag-anchor-based emergency rescue system will be used to manage the residual risk.
Matsya6000 features: a fully welded titanium alloy exostructure; an 80-mm-thick titanium alloy human cabin; pressure-balanced, oil-filled, lithium-polymer batteries; redundant power, control, communication, and positioning system architecture; a human-rated emergency drop-weight system; rapid localization capability; real-time crew health monitoring; and subsurface hovering capability.
Digital Twin Co-Pilot
The AI-based cognitive digital twin (CDT) co-pilot, Chaitanya, developed by NIOT’s Matsya6000 team and SRM University, Chennai, will support crew in the event of an emergency.
The Chaitanya comprises 14 coupled models of human physiology, engineering equipment, and the ocean environment to enable machine learning (ML) that can predict future system behaviors and suggest optimal actions. Chaitanya is updated with essential sensory information in real time. It simulates predictive scenarios and can support the Matsya crew by generating/redefining protocols that are optimal for survival during 15 specific emergency scenarios. These scenarios include: effective rationing of onboard emergency power to life-critical equipment and oxygen supply for the crew (within and beyond 96 hr.); tracking the ascension of Matsya during positioning system outages; and determining the hovering depth during delayed retrievals.
Chaitanya will comprise four modules that govern Matsya’s emergency rescue system via artificial intelligence/machine learning.
The Four CDT Modules
Chaitanya comprises four modules to regulate power, oxygen supply, navigation and positioning.
The emergency power system module of Chaitanya, Shakthi, is based on a precise mathematical model of lead-acid batteries incorporating machine-learned thermal conditions inside the human cabin at different ocean depths. It provides the emergency operating protocols (EOP) for rationing energy to life-support systems; voltage-sensitive actuators of emergency drop-weights (operating >18 VDC); and jettisoning and emergency rescue systems. Any deviation from the EOP leads to higher energy consumption of battery energy than envisioned and affects the energy availability for other life-support systems. Usage of the underwater acoustic telephone (UAT) on the submersible cannot be restricted during an emergency period, as distressed crew will need to be able to communicate with rescuers. Shakthi predicts the allowable usage rate for UAT during an emergency so that it doesn’t exceed its allocated 8 percent of the energy budget.
The oxygen supply module, Prana, runs on an AI-based crew oxygen consumption model.
The position-track module, Pushar, predicts the likely surfacing position and time, enabling precise positioning of rescue assets for quick recovery of the distressed crew. Pushar works on the dead-reckoning principle, with inputs such as the last known geo-coordinates and machine learning parameters (vehicle buoyancy, salinity profile, ocean current profile, and Matsya’s hydrodynamic behavior). It supports navigation in the event of acoustic positioning systems failure and during emergency ascend scenarios, such as cabin smoke/fire.
The Garuda module determines the optimal hovering depth, considering available propulsion power for station-keeping in currents, battery de-rating at the hovering depth, and the energy required to maintain a human cabin microclimate for crew comfort without dehumidifiers.
Harbor testing in Chennai, February 2025.
Testing
The Shakthi module was validated and refined during the experiment conducted in the Bay of Bengal in 2024.
Harbor wet tests were conducted in January and February 2025 at a shipbuilding port in Chennai. The focus was on the oxygen consumption pattern specific to the three-person crew during testing and the hydrodynamic performance of Matsya. The data were used to refine the Prana and Pushar models.
The AI models for the modules will continue to be refined based on the data from upcoming qualification phases, including the 500-m-depth demonstration planned in the first quarter of 2026 and subsequent activity in deeper waters.
After validation, Chaitanya will integrate a vehicle health management system that will assess subsystem health and the effect of the subsystems on each other and on Matsya as a whole. The system will be able to predict potential failures before they become critical.
The four CDT modules will make up the digital twin co-pilot. The goal of this work is to create a situational awareness system that incorporates machine learning and AI-driven insights to support crew during an underwater emergency.
Dr N. Vedachalam is a scientist and the project director of Matsya6000 at India’s National Institute of Ocean Technology.
Dr. VBN Jyothi is a scientist at India’s National Institute of Ocean Technology.
Dr. R. Balaji is the director of India’s National Institute of Ocean Technology.
World’s First Seaweed Nanocellulose Biorefinery
Paeroa, a small New Zealand town, has became home to the world’s first seaweed nanocellulose biorefinery. Developed by family-owned AgriSea in partnership with Bioeconomy Science Institute-Scion, the facility converts waste seaweed into nanocellulose hydrogel, producing up to 1,600 kg per week.
Seaweed offers an advantage over traditional wood-pulp sources: Its cellulose chains are up to four times wider, giving the resulting hydrogel twice the thermal conductivity of plant-based equivalents. The extraction process uses non-aggressive chemicals compared to those usually used to make nanocellulose, making it significantly more workplace and environmentally friendly. The finished material, resembling malleable white clay, is stronger than steel and can absorb greater than 100 times its mass in water.
This green material has an array of high-value applications. In medicine, it can be used for advanced wound dressings, drug delivery and tissue engineering. Agriculture could benefit from its water-retentive properties to improve seedling survival and micro-encapsulation of bio-stimulants and nutrients. Cosmetics companies see it as a renewable cream base, while manufacturers of adhesives, batteries, and electronics are exploring it as a biodegradable performance material and heat-dissipating substrate.
The global seaweed cultivation industry is valued at $22 billion USD in 2025 and projected to reach $69.5 billion USD by 2034. The broader biorefinery market—already worth $146.4 billion USD—is forecast to expand at nearly 8 percent annually, topping $392 billion USD within a decade.
Flume Tank North Sea Celebrates 40th Anniversary
Europe’s largest wave and flow tank, Flume Tank North Sea, continues to be in business after 40 years, with a renewed commercial focus. A wide range of models of nets, trawls, fish farm cages and other underwater equipment can be tested in the tank.
In January 2025, the North Sea Science Park took over operation of Flume Tank North Sea, seeking to foster collaboration with other organizations in the blue economy.
An example of recent activity at the facility is Vónin’s testing and measurement this year for a model of a new pelagic trawl. The trawl is being developed in close collaboration with Vónin’s customers, who are testing the new trawl at full scale. The model being tested at Flume Tank North Sea has been manufactured by the facility’s specialized net makers, who also help with adjustments to the trawl during testing.
Controlled Mass Flow Excavation for Offshore Projects
Uni-FlowX controlled mass flow excavation system.
By Karl Dale
The offshore and subsea engineering industries are undergoing a pivotal transformation. As global energy systems diversify and critical infrastructure expands beneath the ocean surface, the requirements for seafloor intervention have become increasingly complex. From oil and gas to offshore wind and undersea cable routing, today’s projects demand a new level of precision, environmental sensitivity, and control.
Traditional excavation methods—mechanical digging and heavy dredging—were once the norm. But as operations move into more dynamic and ecologically sensitive zones, these approaches are no longer sufficient. Stronger currents, tighter environmental regulations, and fragile infrastructure require next-generation excavation systems designed for accuracy and minimal disruption.
Modern seafloor engineering has evolved beyond physical excavation alone. The focus now is on smart systems that combine data, adaptive design and automation. Removing sediment effectively is just the beginning—today’s tools must also safeguard assets, reduce environmental impact and deliver consistent results in unpredictable underwater conditions.
Operators increasingly need tools that are rapidly deployable, precisely controllable and capable of operating safely in challenging environments. This has accelerated the shift toward excavation solutions that blend mechanical reliability with real-time monitoring and modular design.
Controlled Mass Flow Excavation Method
Among the most transformative of these advancements is controlled mass flow excavation (CMFE). Unlike traditional dredging, CMFE uses high-volume, low-pressure water flow to suspend and relocate sediment without direct contact with the seabed. This method dramatically reduces the risk of damaging pipelines or cables and eliminates the need for spoil removal, enhancing efficiency and environmental compliance.
CMFE is highly effective across varied seabed types—from soft sand to compact clay and rock dump—and is ideal for tasks such as pipeline and subsea structure de-burial, cable route preparation, seabed leveling, decommissioning offshore structures, and debris clearance. It is especially valuable in shallow, high-risk areas where conventional methods pose safety and environmental challenges.
Today’s CMFE systems incorporate sonar imaging for real-time monitoring, variable power settings, and compact frames for easy deployment from smaller vessels. These features enable precision excavation in complex settings while reducing operational downtime and risks.
Uni-FlowX CFME.
Uni-FlowX
Decommissioning offshore structures often includes the removal of submerged components, such as pipelines, mattresses and jackets. These operations require a precise and minimally invasive approach. Unique Group’s engineering solutions, such as the Uni-FlowX—a non-contact excavation system equipped with a subsea digger—improve seabed access while minimizing ecological disruption. When paired with pipeline and umbilical recovery systems, it simplifies one of the most technically demanding phases of a decommissioning project.
Unique Group, a specialist in offshore and subsea solutions, has extensive engineering capabilities that span the full life cycle of subsea infrastructure—from planning, design, and installation to inspection, maintenance, and decommissioning. With more than 20 operational hubs worldwide, Unique Group also provides trained field service technicians to support offshore projects on site.
Its in-house Engineering and R&D Division is central to its value proposition, driving the development of bespoke technologies tailored for offshore environments. Recent solutions include diver decompression chambers with integrated monitoring, compact launch systems for rough seas, and buoy platforms equipped with environmental sensors.
The Uni-FlowX CMFE system is the result of more than a decade of R&D, field testing and client collaboration. Uni-FlowX delivers a high-performance, contactless excavation method designed for safety, accuracy and environmental stewardship.
Using high-volume, low-pressure water jets, Uni-FlowX fluidizes and displaces sediment without impacting subsea structures. Its contactless operation reduces risk and simplifies logistics, especially for projects involving buried assets in environmentally sensitive areas.
To ensure precision, Uni-FlowX features real-time sonar imaging for visual tracking—even in poor visibility—and modular construction for easy mobilization.
The complete system includes a launch and recovery system, powered by a 37-kW hydraulic unit, main and clump weight winches, and a data umbilical reel. Integrated variable power control enables operators to tailor excavation force to seabed conditions—supporting accurate, efficient sediment removal.
Launch and recovery system.
Excavating Buried PLEM in Bangladesh
Uni-FlowX has been deployed successfully across applications, including pipeline deburial and seabed leveling. One standout case involved a buried pipeline end manifold (PLEM) in the estuarine waters of Bangladesh—a high-risk, low-visibility environment with powerful tidal currents.
The PLEM was buried under dense silt and sand. With limited diver access and short operational windows, traditional excavation posed too many risks. Unique Group mobilized Uni-FlowX alongside a custom-designed launch and recovery system for fast deployment.
The system’s contactless excavation allowed large sediment volumes to be removed without damaging the buried infrastructure. Sonar imaging provided real-time feedback throughout the process, and the compact system ensured efficient mobilization within tight tidal schedules.
This successful operation demonstrated Uni-FlowX’s core strengths: high-precision excavation, reduced environmental impact, and operational flexibility in complex conditions. It also highlighted the value of a responsive, technically capable engineering partner.
Conclusion
As marine infrastructure continues to grow and reach more challenging environments, the demand for safe, intelligent, and low-impact tools will rise. Systems such as Uni-FlowX embody the future of subsea excavation—balancing performance, environmental care and operational control.
Seafloor intervention is now a multidisciplinary challenge, blending environmental science, engineering and logistics. Unique Group’s comprehensive engineering capability, from equipment innovation to full-service project delivery, ensures that even the most complex challenges in offshore energy and infrastructure can be met with confidence. Through ongoing R&D and a practical, field-focused mindset, Unique Group is helping shape a smarter, more sustainable future for the subsea industry.
Learn more here.
Karl Dale is vice president of Unique Group’s Load, Lifting + Mooring Solutions Division.
Blue Forest Project, Sardinia
The Blue Forest Project aims to restore seagrass meadows in Cala di Volpe.
By Jan Pachner • Giulia Liguori • Dr. Sandro Carniel
Seagrass meadows are among the most valuable marine ecosystems on the planet, providing critical ecological services such as carbon sequestration, habitat provision and coastal protection. In the Mediterranean Sea, Posidonia oceanica meadows play a pivotal role in sustaining marine biodiversity and mitigating climate change impacts.
The Blue Forest Project at Cala di Volpe, Sardinia, Italy, spearheaded by One Ocean Foundation in collaboration with a network of scientific and private partners, is an innovative marine restoration initiative focused on reforesting degraded Posidonia oceanica meadows using biodegradable geocomposite mats (biomats). This article outlines the project’s rationale, methodology, and broader implications for ocean resource development and blue carbon ecosystem restoration.
Background
Coastal ecosystems worldwide face increasing threats from human activities and climate change. In particular, seagrass meadows such as Posidonia oceanica are experiencing alarming rates of decline due to coastal development, pollution and anchoring pressure from recreational boating. These meadows are crucial not only for marine biodiversity but also for their role in stabilizing sediments, sequestering carbon and improving water quality.
The Blue Forest Project aims to address this ecological crisis by restoring degraded seagrass habitats through scientifically validated restoration techniques. Positioned within the broader discourse of sustainable ocean resource development, the project embodies the principles of integrated marine management and ecological engineering.
The Blue Forest Project is a collaborative effort led by One Ocean Foundation with technical contribution from the International School for Scientific Diving (ISSD), responsible for restoration operations and diving logistics. Other key partners include Safe Bay S.r.l., holder of the maritime concession for the Cala di Volpe mooring field; the Department of Chemical, Physical, Mathematical, and Natural Sciences, University of Sassari, responsible for ecological monitoring and research activities; and Geomars Srl, a spin-off of the University of Sassari, responsible for sediment analysis and habitat mapping.
Restoration Technique
The restoration methodology applied in Cala di Volpe draws on naturalistic engineering techniques traditionally employed in terrestrial environments. ISSD adapted these methods for marine applications, integrating them with biodegradable geocomposite mats (R.E.C.S. coconut-fiber biomats).
This technique has undergone years of experimental refinement and field validation since early trials in 2007. The approach involves laying biomats over degraded Posidonia substrates, called “matte morte,” to support the anchoring of the new plants, stabilize the sediment, reduce hydrodynamic stress, and promote seagrass rhizome establishment.
Recent successful applications of this methodology include projects in the Ligurian and Tyrrhenian Seas, notably in the marine protected area of Portofino and Bergeggi, and the Natural Reserve of the Strait of Bonifacio.
Planting will be carried out exclusively by professional scientific divers using manual techniques to insert Posidonia rhizomes into the mats.
Site Description
Cala di Volpe is a semi-enclosed bay in northeastern Sardinia, historically impacted by unregulated anchoring and coastal tourism. The bay hosts a mooring field managed by Safe Bay, which has replaced free anchoring with environmentally managed moorings, mitigating further seabed damage.
A preliminary environmental survey conducted by ISSD in May 2024 revealed significant areas of “matte morte” interspersed with patches of living Posidonia. These degraded areas, especially on the eastern and shallow portions of the mooring field, were prioritized for restoration based on ecological suitability and accessibility.
The total area available for future restoration spans approximately 800,000 sq. m. The initial pilot intervention focuses on select zones near mooring points identified during the site survey.
Environmental Mapping and Baseline Studies
The project’s first operational phase involves detailed biocenotic mapping of the Posidonia meadow using advanced technologies, such as side scan sonar for seabed characterization and ROV inspections for direct habitat assessment.
The baseline data are critical for assessing the status of the meadow and selecting the most suitable areas for the restoration activity in order to ensure the success of the project and support ecosystem recovery trajectories.
Additionally, sediment traps will be deployed to analyze organic and inorganic deposition rates, nutrient loads, and potential contaminants.
Implementation, Monitoring and Evaluation
Following site selection and mapping, biodegradable coconut-fiber biomats will be installed over areas of matte morte at depths ranging from 10 to 15 m. The mats serve multiple functions: supporting the transplanted fragments, stabilizing the substrate against hydrodynamic forces, providing a microhabitat for seagrass propagules, facilitating rhizome attachment, and reducing sediment resuspension.
Planting will be carried out exclusively by professional scientific divers using manual techniques to insert Posidonia rhizomes into the mats. Rhizome sourcing follows strict ethical and regulatory guidelines, using naturally detached fragments uprooted by storms and/or anchors to give them a second chance.
The ecological performance of the restoration site will be monitored through a combination of: in-situ diver surveys (measuring shoot density, survival rates, and canopy cover); photogrammetric surveys (high-resolution 3D mapping of restored plots); and biodiversity monitoring (visual survey, ecoacoustic).
Monitoring data will be compared to healthy control sites within the same meadow to evaluate restoration efficacy and inform adaptive management strategies.
Biodegradable coconut-fiber biomats will be installed over areas of matte morte.
Environmental, Economic and Governance Considerations
The Blue Forest Project exemplifies how marine restoration can be integrated into ocean resource development strategies by: enhancing blue carbon sequestration capacity, contributing to climate mitigation; supporting biodiversity recovery; protecting shorelines from erosion through habitat restoration; and creating sustainable tourism opportunities and promoting marine education and awareness initiatives.
From an economic perspective, seagrass restoration can yield significant returns by preserving ecosystem services that support fisheries, recreation, and carbon credits under emerging blue carbon markets.
The success of marine restoration projects such as Blue Forest depends on robust policy frameworks and intersectoral cooperation. For example, the project benefits from alignment with EU marine conservation directives (e.g., Habitats Directive, Marine Strategy Framework Directive). In addition, collaboration with local stakeholders, including tourism operators and coastal authorities, is essential to international objectives such as the United Nations Decade on Ecosystem Restoration (2021 to 2030).
Conclusion
The Blue Forest Project at Cala di Volpe is a replicable model for integrating habitat restoration within sustainable ocean resource development. By combining science-based techniques with private-public partnerships and community engagement, the project advances both ecological resilience and socioeconomic sustainability of coastal marine systems.
Such initiatives highlight the critical role of proactive marine management in safeguarding ocean health and demonstrate how restoring nature can deliver tangible benefits for climate, biodiversity, and local economies.
Jan Pachner is secretary general of One Ocean Foundation.
Giulia Liguori is a marine scientist and sustainability specialist at One Ocean Foundation.
Dr. Sandro Carniel is research director at CNR, Institute of Polar Sciences, Italy.
Marine Route Surveys for Connectivity in Alaska
Pioneer Consulting, a full-service submarine fiber-optic telecommunications consulting and project management company, has completed the marine route surveys for the “Fiber Internet Serving Homes” projects, which comprise the FISH West and FISH South submarine cable systems in Alaska. Contracted by Cordova Telecom Cooperative Inc., a member-owned telecommunications cooperative, the survey was completed in cooperation with Benthic GeoScience.
Pioneer Consulting supervised the survey and provided a representative on board the main survey vessel. Survey activities included:
- Investigation on board the seabed from a topographical view and a collection of actual seabed samples to determine the eventual route for the submarine cable
- Use of various geophysical and geotechnical equipment to map the seafloor and inspect the planned route for suitability or obstructions
- Multiple vessels operating in parallel over the course of months to conduct survey activities from cable landings out to the maximum water depths of the cable system
- Shore-end analysis of the seafloor via ROV
- Observation of protected marine species by trained environmental scientists on board vessels, who ensured no endangered species or other wildlife were harmed by the survey equipment
Next steps will include the compilation and analysis of the collected data, which will then be used by Pioneer Consulting to perform the final route engineering in preparation for cable manufacturing and, eventually, cable installation.
The FISH projects comprise two submarine cables: FISH West, which will run 300 km between Cordova and Seward, and FISH South, which will run 900 km between Cordova and Juneau. Funded by the U.S. Department of Agriculture’s ReConnect Program, an initiative to provide connectivity to rural and underserved communities, the FISH projects will bring critical high-speed broadband service to some of Alaska’s most remote regions.
Pioneer Consulting has worked alongside Cordova Telecom Cooperative since 2022 with an initial feasibility study and will continue to spearhead project activities through installation completion and testing, which is expected at the end of 2027.
Collaborative for the Advancement Of USV/ROV Autonomy
Robosys Automation, in collaboration with USV manufacturer ACUA Ocean and the Offshore Renewable Energy Catapult (OREC), has secured grant funding through Innovate UK for the Collaborative Automations for Subsea Intervention (C.A.S.I) project.
This specialist project, led by Robosys, will support collaborative autonomy in Uncrewed Surface Vessels (USVs) and Remotely Operated Vehicles (ROVs), within Maritime Autonomous Surface Ships (MASS) operations.
It aims to address the growing need for improved operation and maintenance (O&M) and inspections of offshore assets using smarter, zero-emission, collaborative USV-ROV technologies.
Robosys will deliver two key work packages. The first focuses on Multiple Objective Autonomous Adaptive Path Optimization, including weather routing and fuel consumption optimization for both traditional fuels and hydrogen. The second package involves the development of software architecture and simulation for collaborative autonomy between USVs and ROVs. Robosys will also lead the design of software algorithms to aid station keeping and obstacle avoidance in uncharted offshore wind farms (OWF).
A core element of the project is a feasibility study, which includes software and algorithm design, as well as system architecture. This will help vessels navigate safely and efficiently to their station, hold position, and collaborate with, track, and autonomously follow an ROV.
This study will also assess the engineering feasibility of the ROV’s launch and recovery systems (LARS), exploring vessel stability and performance in challenging sea conditions.
The C.A.S.I project will support the maritime autonomy sector to advance dual-use operations like surveying, monitoring of critical offshore and underwater infrastructure, offshore energy, and marine science.
The innovative technologies intend to grow productivity, profitability, safety, and sustainability, with route optimization increasing vessel endurance and overcoming the effects of hydrogen’s low volumetric density.
Nigel Lee, CSO of Project Lead, Robosys Automation, stated, “We are all delighted to have been awarded this significant funding, and look forward to commencing the rolling out of the project with our collaborators. This award reflects the importance of continuing to research and develop the maritime autonomy sector, to further support operational efficiency, enhance safety at sea, and actively drive decarbonization.”
OREC itself will develop the test and evaluation criteria for the LARS and conduct a life cycle assessment.
ACUA Ocean will design a new technically advanced and commercially feasible ROV and LARS. These are optimized for stability in open ocean operations and the launch and recovery of payloads in wave heights over 13 feet.
Current subsea inspections require ROV deployments, relying on large, crewed diesel vessels. These are limited by safety, operational sea states, crewing, and vessel availability.
USV-ROV technologies therefore provide many advantages, with significant market potential. Global asset integrity management is forecast to increase from $23B in 2021 to $29B by 2026.
Scientists Urge More Study on Effects of Ocean Carbon Removal Tech
Scientists from Plymouth Marine Laboratory (PML) and the University of Exeter urge caution in the upscaling of ocean carbon removal technologies until more detailed research can be done on the environmental impacts.
This call follows a review of current research, in addition to initial assessments made as part of the team’s SeaCURE project.
Published in Frontiers in Climate, the study, “Removal of dissolved inorganic carbon from seawater for climate mitigation: potential marine ecosystem impacts,” represents the first comprehensive review of the potential effects associated with direct ocean carbon capture and storage.
Such technologies, including SeaCURE, work by electrochemically removing dissolved inorganic carbon from seawater, which can then be stored. The treated low-carbon, high-pH seawater is then released back into the ocean, where it will then naturally draw down more atmospheric CO₂, restoring the seawater to normal pH and carbon concentrations.
Course: Environmental Monitoring Using Multiplatform Tech
The Scientific Robotics Academy, based at the Scottish Association for Marine Science (SAMS) in Oban, Scotland, and partly funded by the U.K. government through the UK Shared Prosperity Fund, will demonstrate the capabilities of a range of robotics systems during its training course September 3 to 5.
The course, Environmental Monitoring using Multi-Platform Technology, is designed to benefit landowners, planners, NGOs, and other organizations and researchers responsible for environmental monitoring. The hands-on training will be delivered by experts and provide a comprehensive overview of environmental monitoring spanning terrestrial, coastal, and marine activities. The course will cover practical elements, from mission planning and legislative requirements to sensor types and data processing.
OCEANS 2025 Great Lakes, Chicago, Sept. 29-Oct. 2
This fall, the global marine and freshwater technology community will gather in Chicago for OCEANS 2025 Great Lakes, sponsored by the Marine Technology Society and the IEEE Oceanic Engineering Society. The conference theme is “New Horizons in Blue Tech: Bridging Knowledge and Innovation,” as the Great Lakes region serves as a bridge for two nations, the U.S. and Canada, to the sea.
From September 29 to October 2, at Navy Pier, this year’s event offers four days of learning, discovery and connection—all set against the backdrop of Lake Michigan and the largest freshwater system on Earth.
A Comprehensive Technical Program
From ocean robotics and remote sensing to climate modeling and underwater acoustics, the OCEANS 2025 technical program brings together experts from industry, government, and academia to explore the latest innovations in marine and freshwater science. Attendees can expect robust technical sessions, interactive tutorials, and engaging town halls focused on everything from AI in glider operations to indigenous-led monitoring programs in the Great Lakes region.
Live On-Water Demonstrations: A First for OCEANS
New for 2025, participants will enjoy live on-water demonstrations just steps from the exhibit hall at Navy Pier Marina. Organizations such as ECHO81, R2Sonic, Teledyne, and Unique Group will showcase cutting-edge autonomous vehicles, hydrographic survey equipment, and real-time sonar technologies—giving attendees a firsthand look at innovation in action.
Plenaries, Networking and Professional Development
Each day includes dynamic plenary sessions featuring thought leaders tackling critical topics in marine sustainability, policy and engineering. From student poster competitions to specialized luncheons for early-career professionals and women in science and engineering, the program offers opportunities for career growth, collaboration, and mentorship.
Evening Events and Exhibits
Networking continues into the evening with receptions, mixers, and social events that foster connections across disciplines. The exhibit hall will host more than 70 exhibitors from around the world, showcasing the latest tools, platforms, and solutions in the marine and freshwater sectors.
Key Dates and Highlights:
- September 29: Tutorials, student poster orientation, icebreaker reception and student mixer.
- September 30 to October 2: Plenary sessions, technical programming, live demos, exhibitor receptions and more.
- October 2: Final plenary, student awards and IEEE Women in Engineering luncheon.
Whether you’re an ocean engineer, policy leader, data scientist, or student, OCEANS 2025 Great Lakes offers unmatched access to the people, projects, and technologies shaping the future of the blue economy.
Learn more and register at: https://greatlakes25.oceansconference.org.
Marine Plastic Management Program, British Columbia
Ocean Legacy Foundation (OLF), an organization accredited by the United Nations Environment Programme (UNEP) and a specialist in marine plastic recovery and recycling, has launched its Marine Plastic Management Program (MPMP) to support British Columbia’s fishing and aquaculture industry in responsibly managing fishing gear disposal while driving Canada’s circular economy.
By participating in this program, businesses join a growing network aimed at reducing plastic leakage into ecosystems and improving material traceability. The program supports plastic-carbon footprint reporting and aligns with extended producer responsibility principles, helping businesses prepare for regulatory shifts while promoting long-term environmental and operational resilience.
Free Cyber Incident Reporting Tool
The U.S. Coast Guard has made it mandatory to report maritime cyber incidents to the National Response Center. This new rule applies for all U.S.-flagged vessels, Outer Continental Shelf (OCS) facilities, and facilities subject to the Maritime Transportation Security Act of 2002 (MTSA).
Requirements in the final rule include developing and maintaining a cybersecurity plan, designating a cybersecurity officer, and taking various measures to maintain cybersecurity.
To support compliance with the new rule, Cydome has launched a class-endorsed cyber incident reporting tool designed specifically for fleets, ports, terminals and offshore platforms. While the basic tool is free to use, there is a cost for deeper integrations or automated workflows involving the full Cydome platform.
The tool features:
- Cross-jurisdictional compliance at no cost: The tool automates reporting using regulator-approved templates for both U.S. and EU standards, streamlining submissions across vessels and jurisdictions.
- Coverage of all reportable events: From GPS spoofing and satellite dropouts to unauthorized device use, the tool helps crews report required incidents quickly, no matter how routine the issue may seem.
- Support for mixed fleets and multi-class vessels: Designed to meet the needs of operators managing both EU and U.S.-bound traffic, the tool provides a unified compliance process for fleets navigating multiple regulatory frameworks.
- Reduction of risk and exposure: Non-compliance can trigger serious consequences, from fines to operational shutdowns. Cydome ensures every incident is documented, submitted and auditable before inspectors arrive.
USCG Report: Fatal Titan Dive Was Preventable
The U.S. Coast Guard (USCG) Marine Board of Investigation (MBI) has released its report of investigation (ROI) on the loss of OceanGate’s Titan submersible, which imploded during a June 2023 dive to the Titanic, killing five people.
“This marine casualty and the loss of five lives was preventable,” said Jason Neubauer, Titan MBI chair.
The ROI outlines key findings and contributing factors in the casualty and includes 17 safety recommendations aimed at strengthening oversight of submersible operations, improving coordination among federal agencies, and closing gaps in international maritime policy.
The board determined the primary contributing factors were OceanGate’s inadequate design, certification, maintenance and inspection process for the Titan. Other factors cited in the report include a toxic workplace culture at OceanGate; an inadequate domestic and international regulatory framework for submersible operations and vessels of novel design; and an ineffective whistleblower process under the Seaman’s Protection Act.
The board also found OceanGate failed to properly investigate and address known hull anomalies following its 2022 Titanic expedition. Investigators determined the Titan’s real-time monitoring system generated data that should have been analyzed and acted on during the 2022 Titanic expedition. However, OceanGate did not take any action related to the data, conduct any preventative maintenance or properly store the Titan during the extended off season before its 2023 Titanic expedition.
MBI recommendations include restricting the Oceanographic Research Vessel designations for submersibles; expanding federal and international requirements to all submersibles conducting scientific or commercial dives; and requiring Coast Guard documentation for all U.S. submersibles. The board also recommended adding Coast Guard personnel capacity at Coast Guard Headquarters to support new construction oversight and field inspections involving submersibles and vessels of novel design.
Further recommendations include requiring operators to submit dive and emergency response plans to the local Coast Guard officer in charge of marine inspection; evaluating the Coast Guard’s subsea search and rescue capabilities; and working with the International Maritime Organization to define passenger submersibles and expand international safety requirements for submersibles operating on the high seas. The board also called for a new Occupational Safety and Health Administration and Coast Guard agreement to clarify whistleblower investigative protocols and improve interagency coordination.
The ROI is intended to advise future policy decisions and improve oversight of submersible operations under U.S. and international frameworks.
The full ROI is available here.
Lightfish ASV Crosses Pacific
One of Seasats autonomous surface vessels (ASVs) has reached Japan after completing a fully autonomous trans-Pacific voyage, marking a breakthrough in persistent, low-logistics ASV operations.
Lightfish ASVs are 12-ft., 350-lb. solar-powered vehicles that have been in use with U.S. Navy and commercial customers around the world since early 2023.
The transit launched from the company’s headquarters in San Diego, stopped in Hawaii for a demo, took pictures on its way past Wake Island and Guam, participated in another demo in Okinawa, and finished its journey in mainland Japan.
In total, the Lightfish traveled more than 7,500 mi. over 150 days. Throughout the voyage, people followed along via a publicly accessible tracking page displaying a 24/7 ocean intelligence feed, including key boat health metrics, nearby vessel tracking via AIS and cameras, and live video of fish swimming alongside the ASV.
NOAA, Zignal to Explore AI in Storm Reporting
NOAA’s Office of Oceanic and Atmospheric Research (OAR) and National Weather Service (NWS) are partnering with Zignal Labs on a project to explore how real-time, publicly available data can improve the precision and timeliness of NOAA’s storm event reporting.
Over the next six months, NOAA and Zignal Labs will conduct a pilot project to assess how Zignal’s artificial intelligence-powered capabilities can be used to augment NOAA’s storm reporting. NOAA and Zignal will explore how this storm-related data could potentially be added to NOAA’s Storm Events Database, the official system of record for NWS storm reports and the nation’s authoritative archive of significant weather events. The database supports a wide range of critical applications, including disaster response planning, insurance assessments, legal proceedings, forensic meteorology, and scientific research conducted by OAR, private industry, and academia.
The joint team will also work together on developing quality assurance protocols, integration methods, and a final report on lessons learned from the pilot.
Centrifugal Onboard Carbon Capture System
Carbon Ridge has achieved a shipping industry first with the successful deployment of a centrifugal onboard carbon capture system (OCCS) aboard an LR2 product tanker owned by Scorpio Tankers Inc., STI SPIGA.
Conducted in partnership with Scorpio Tankers Inc., a specialist in the seaborne transportation of refined petroleum products, the pilot aboard the vessel signals a significant milestone in the development and scaling of advanced OCCS solutions.
Carbon Ridge’s technology offers a modular design that reduces both initial capital investment and ongoing operational costs. Space requirements are reduced by up to 75 percent compared to conventional OCCS columns, while flexible installation options (vertical or horizontal) can accommodate various vessels. Captured CO2 is compressed, liquefied and stored safely for the duration of the voyage.
Combining optimized onboard OCCS technology with an end-to-end logistics solution for captured CO2, Carbon Ridge offers a turnkey solution that ensures full value-chain compliance with maritime and regional regulations.
Designed for both retrofit and newbuild integration, the technology is future-proof and scalable, agnostic to fuel type, and offers shipowners flexibility within their fleet decarbonization strategies without requiring major propulsion system overhauls.
By integrating proven centrifugal technology into a compact, purpose-built system for the marine environment, Carbon Ridge is unlocking a scalable pathway for shipowners and charterers to meet increasingly stringent regulatory and climate targets.
Carbon Ridge has also completed an additional financing round, led by Katapult Ocean and Alfa8, with participation from Crosscut Ventures and Berge Bulk. This brings the company’s total funding to over $20 million.
How Inspection Intelligence Transforms Asset Management at Sea
The Idwal Grade is a score that summarizes a vessel’s overall condition.
By Nick Owens
In an era defined by data, digitalization and decarbonization, the maritime industry stands at a pivotal moment. The traditional reliance on manual processes and fragmented information for managing fleets and vessels is giving way to smarter, more connected approaches. At the heart of this evolution lies inspection intelligence: the integration of structured data, analytics, and technology-led inspection processes that deliver deeper insights into vessel condition, performance, and risk.
One of the companies at the forefront of this shift is Idwal, a global maritime inspection and data company headquartered in Cardiff, U.K. Originally spun out from a shipowning and management business, Idwal has grown to become a leader in standardized marine inspections and data-driven asset intelligence, serving clients across commercial shipping, finance, and insurance.
With a strong ethos around transparency, quality, and trust, Idwal is helping maritime stakeholders unlock the power of inspection intelligence to make faster, smarter, and more sustainable decisions. In doing so, the company is not just enhancing how vessels are managed but redefining the very expectations of asset transparency at sea.
Defining Inspection Intelligence
Inspection intelligence refers to the use of structured, high-quality inspection data combined with analytics, benchmarking, and digital tools to monitor and manage maritime assets. It turns what used to be static survey reports into dynamic, comparative intelligence that enables predictive maintenance, portfolio oversight, and long-term investment strategy.
Rather than simply checking compliance or reporting defects, inspection intelligence reveals deeper insights: How does a vessel compare to the global fleet? Where are the most common areas of deficiency across a portfolio? Which assets are degrading fastest, and why? What’s the projected life cycle or investment risk of a ship based on its inspection profile?
By answering these questions, shipowners, charterers, financiers, and insurers can shift from reactive to proactive decision making: mitigating risk, optimizing operations, and safeguarding long-term value.
A Standardized, Global Approach
A key driver of Idwal’s success is its commitment to standardization. The company deploys a globally consistent inspection framework through a network of more than 500 experienced maritime surveyors operating across 100 countries. Each inspection adheres to the proprietary Idwal Grade system: a score from 0 to 100 that benchmarks the condition of a vessel across 500+ data points.
This level of detail and consistency is a step change from traditional approaches, where inspection reports varied in format, language, and quality depending on geography or inspector. With Idwal, clients receive data-rich, image-supported reports delivered through a digital dashboard, making comparison and tracking intuitive and actionable.
Crucially, this standardized method doesn’t just inform clients about an individual ship; it allows for benchmarking across asset portfolios, vessel types, flag states, operators and more. Over the past decade, Idwal has conducted tens of thousands of inspections, creating a vast proprietary data set that fuels its benchmarking capabilities.
A comparison of Idwal Grades.
Enabling Smarter Asset Management
So, how exactly is inspection intelligence transforming asset management? Here are several key areas where the impact is most profound:
Strategic Fleet Oversight: For shipowners and operators with large or diverse fleets, having centralized, consistent condition data is essential. Idwal’s platform enables clients to compare vessels side-by-side, track condition over time, and flag emerging issues early. This supports prioritization of repairs, drydock planning and investment decisions.
By using inspection intelligence, technical managers can identify outlier vessels, understand patterns of wear and tear, and develop fleet-wide strategies rather than reacting vessel by vessel.
Due Diligence and Transactions: Whether acquiring, selling, chartering or refinancing, maritime transactions rely on trusted condition assessments. Idwal’s inspection reports are widely accepted across the industry for sale and purchase (S&P), finance, and leasing transactions, thanks to their clarity, neutrality, and detail.
Because the data are structured and benchmarked, this provides a more objective basis for negotiations and underwriting. In finance and leasing, lenders can track the condition of their collateral in near real time, enabling more dynamic risk management.
Risk Monitoring for Insurers and Underwriters: Marine insurers increasingly look beyond compliance to understand the true condition of the assets they cover. By integrating inspection intelligence into underwriting processes, insurers gain a granular view of physical risk, complementing AIS, weather, or claims data.
Some insurers use the Idwal Grade as a condition metric within their models or to inform premium pricing. As the industry faces increasing environmental and operational risk, accurate asset condition data are becoming indispensable.
ESG and Sustainability Metrics: In a decarbonizing world, the condition of a vessel is not just a technical matter, it’s a reputational and environmental one. Poorly maintained ships consume more fuel, emit more carbon, and pose greater safety and pollution risks.
Idwal supports ESG reporting by providing condition data that correlates with emissions performance and helps identify substandard operators. As the maritime sector moves toward stricter regulations and investor scrutiny, inspection intelligence provides a defensible basis for sustainability claims.
Predictive Maintenance and Life Cycle Planning: Through the aggregation of inspection data over time, Idwal’s system supports predictive maintenance strategies. Owners can analyze trends, identify high-risk areas and plan interventions before defects escalate into failures.
Over time, this leads to lower OPEX, improved uptime and extended asset life. With fleets under pressure from aging, regulations and volatile freight markets, inspection intelligence is a competitive advantage.
Idwal’s platform enables intelligent fleet management.
The Power of the Idwal Grade
At the center of Idwal’s offering is the Idwal Grade, a single numerical score summarizing the overall condition of a vessel. Unlike subjective written assessments, the Idwal Grade is derived from hundreds of data points, reviewed for quality control, and benchmarked against global averages.
This score makes it easy to: compare vessels regardless of age or type; track deterioration or improvement over time; identify red flags across fleets or operators; and support fast decision making for chartering or investment.
Crucially, because the methodology is open and transparent, clients trust that the score is impartial. It also facilitates communication between technical and commercial teams, by translating complex condition reports into a universally understood metric.
Maritime Meets Fintech: The Future of Inspection Intelligence
What sets Idwal apart is its dual identity: part maritime inspection company, part data and technology business. The company continues to invest heavily in its digital platform, integrating AI tools and custom reporting features.
Looking ahead, several developments are on the horizon: integration with fleet management software to allow inspection data to sync with maintenance schedules and compliance tools; automated risk alerts and insights by using AI to detect anomalies, flag risks, and recommend actions based on historical trends; ESG profiling dashboards to give clients insight into not only condition but operational and environmental performance; and life cycle forecasting tools to enable financiers to model asset longevity based on inspection trends.
In all these areas, the goal is the same: to deliver faster, clearer, and more actionable insights that improve decision making and protect asset value.
An Idwal surveyor.
A Culture of Transparency and Trust
One of Idwal’s founding principles is the pursuit of transparency in a traditionally opaque industry. That philosophy is reflected not only in its data but in its company culture. Our clients need clear, impartial insights they can rely on, even in high-stakes situations. Whether it’s a multimillion-dollar transaction or a long-term chartering decision, inspection intelligence gives them the clarity to act with confidence.
That trust has seen Idwal grow from a niche inspections provider to a strategic partner to banks, funds, insurers and major shipping groups. Its services are used by more than 500 companies across 150 countries, and its data support decisions on billions in maritime assets annually.
Driving Clarity for Future Decision Making
As the maritime world grapples with rising complexity, from regulatory shifts to asset diversification and sustainability demands, the need for reliable, high-quality intelligence has never been greater.
Inspection intelligence is transforming how the industry approaches asset management: moving from reactive fixes to proactive strategy, from anecdote to evidence, and from isolated surveys to connected insights. Through companies such as Idwal, maritime stakeholders are embracing this new paradigm; where data drives better decisions, smarter operations and a more resilient global fleet.
With the rise of digital platforms, condition benchmarking, and predictive analytics, the future of asset management is not just about keeping ships afloat but about empowering those who finance, manage, sell, buy, or insure them with the clarity to navigate what’s next.
New Service Model for Maritime Digitalization
Columbia Group has entered a strategic partnership with Insight to accelerate digital capabilities across the maritime sector. This collaboration integrates Insight’s technology innovation with CG’s more than 40 years of maritime experience into a new unified service model. SmartSea Limited will serve as the primary vehicle for delivering these digital transformation services to its maritime clients.
The services will include cloud infrastructure, cybersecurity, data and AI solutions, and digital workplace technologies — customized to meet the unique demands of shipboard and shore-based maritime operations.
“This partnership marks a significant milestone in our transformation journey,” said Adrian Gregory, president EMEA, Insight. “By combining Insight’s technological leadership with Columbia Group’s maritime legacy and SmartSea’s vision for the digitalization of the maritime industry, we can now access scalable, secure, and maritime-specific AI and digital services that improve operational efficiency and resilience. This is more than a business agreement — it’s a shared vision for the future of maritime in a digital-first world.”
Mark O’Neil, president of Columbia Group, said: “We are excited to join forces with Insight to bring next-generation IT and OT solutions onboard our managed fleet and the wider maritime industry. This partnership will enable us to provide unparalleled services to our clients and drive innovation in the sector.”
Kris Vedat, CEO of SmartSea, commented: “We are excited by the opportunities the transformative partnership between Insight and Columbia Group will bring. This collaboration will drive innovation and deliver significant value to our clients.”
The partnership is effective immediately and emphasizes transparency, shared value, and long-term operational continuity for global maritime clients.
Participate: Engine Condition Monitoring Trials
CM Technologies (CMT), specializing in advanced condition monitoring solutions, is calling on shipowners and managers to join collaborative trials designed to capture vital data on one of the shipping industry’s most costly problems: cylinder liner scuffing in two-stroke engines.
Scuffing, a form of sudden, severe wear, can result in catastrophic engine damage and vessel downtime. And while it’s a well-known issue, typically affecting large two-stroke diesel engines found on bulkers, tankers, and large container ships, the root causes are difficult to pin down. Operators, OEMs, and service providers have long struggled to predict or prevent the phenomena.
Germany-based CMT has developed a system that can alert operators to early onset cylinder damage and seeks trial partners for critical data gathering to validate the sensor’s predictive capabilities and to prevent engine damage.
CMT’s recently developed Scuffing Sensor system, a “stethoscope for cylinder liners,” uses high-frequency acoustic emission technology to detect the earliest signs of friction and wear from outside the cylinder.
Unlike other methods that rely on visual inspection or oil analysis performed weeks apart, this approach captures real-time acoustic data without interrupting engine operation. By identifying wear-related noise patterns, the system provides a potential early-warning signal before damage occurs.
Trial partners are invited to deploy the system onboard vessels equipped with two-stroke diesel engines. Ideally, these vessels will call at ports in Northern Europe, Germany, the Netherlands, Belgium or France, where CMT engineers can easily access them to install and retrieve data-logging equipment.
Shipowners or managers interested in participating in the scuffing detection trials are invited to contact CM Technologies at: info@CMTechnologies.de.
US Navy Soliciting Prototypes for New USVs
Following a widely attended industry day earlier this summer, the U.S. Navy formally invited defense contractors to submit white papers about how they would go about designing, developing, and demonstrating autonomous unmanned surface vessels (USVs) carrying containerized payloads.
“The Department intends to swiftly prototype and demonstrate one or more [Modular Attack Surface Craft] USVs capable of embarking containerized payloads. This prototype will seamlessly maneuver with other Navy surface vessels or operate independently,” according to documents published by the service’s unmanned maritime systems program office.
“The objective is for a non-exquisite vessel design that maximizes use of commercial standards to allow construction and repair at multiple shipyards. Producibility, readiness, and the ability to scale up production are key aspects of the proposed vessel solution.”
The service’s documents do not outline a specific schedule for a contract award, but they do state that the Navy plans to use Other Transaction Authorities. The documents also emphasize a need for the vessel to be fielded and mass-produced within 18 months of a prototype contract being awarded—suggesting that the service intends to move quickly once it weeds out select submissions.
The solicitation offers three “vessel solutions,” all with slightly varying specifications, but the one rated as most relevant to the Navy’s operational needs characterizes a MASC capable of carrying “two forty-foot… containerized payloads that weigh 36.3 metric tons (MT) and consume up to 75 kilowatts each.”
“While carrying 25 MT on the payload deck, the vessel should achieve a minimum range of 2,500 nautical miles (nmi) while maintaining at least 25 knots, at all times, in NATO Sea State 4,” according to the document.
Proposals are due no later than Aug. 11.
Regenerative Aquaculture: Co-Locating Sugar Kelp, Blue Mussel Farms
An overview of Algapelago’s Blue Forest project.
The cultivation of sugar kelp (S. latissima) and blue mussel (M. edulis) species is rapidly expanding worldwide, largely driven by alignment with several United Nations Sustainable Development Goals and the European Union’s Water Framework Directive aiming for “good ecological status” in all coastal waters. This is a promising approach contributing to sustainable marine ecosystem management.
Unlike traditional agricultural practices, kelp and mussel ocean farming does not compete for arable land, requires no freshwater resources, and contributes to the active removal of excess nutrients from marine ecosystems. By integrating these two native species into regenerative aquaculture systems, Algapelago’s Blue Forest project in the U.K. aims to address key ecological challenges, including nutrient cycling, eutrophication mitigation, carbon extraction and marine habitat restoration.
Algapelago’s initiative will address the pressing need for sustainable, large-scale aquaculture systems that restore marine ecosystems by deploying an advanced modular cultivation system at Algapelago’s licensed site off the coast of North Devon this year. This 5 hectares (ha) pilot system, uniquely engineered by Arctic Seaweed for high energy conditions and offshore scalability, incorporates automated seeding and harvesting technologies, with the capacity to produce up to 40 tonnes of fresh sugar kelp annually. The licensed site offers the potential to scale up operations to 116 ha.
Beyond its ecological objectives, the Blue Forest project also evaluates the natural capital value of regenerative ocean farming, offering vital insights into its long-term potential for fostering resilient marine ecosystems and supporting a sustainable blue economy.
Nutrient and Carbon Extraction by Sugar Kelp
In Europe, sugar kelp is the most extensively cultivated kelp species, with numerous research and development initiatives focused on scaling up its production. This species, having seasonal growth patterns, has shown remarkable potential for nutrient mitigation, effectively assimilating nitrogen (N), phosphorus (P) and carbon dioxide (CO2) directly from seawater during its growth cycle. Elevated nutrient concentrations, particularly nitrate (N) and phosphate (P), are primary contributors to eutrophication in coastal waters, causing detrimental ecological, economical, and societal impacts.
By acting as a nutrient sink, S. latissima offers a natural solution to these challenges. Studies report nutrient extraction rates ranging from approximately 50 to 100 kg N and approximately 0.2 to 6 kg P per hectare (ha-¹) per year (yr-¹), respectively. For carbon extraction, S. latissima cultivation has demonstrated removal potentials of 2.4 t CO2 ha-¹ yr-¹, with optimized cultivation methods yielding up to 5.0 t C ha-¹ yr-¹. Innovations in cultivation infrastructure, such as high-density line systems and multi-layered designs, have proven effective in increasing yields and nutrient extraction capacity. The optimization of net cultivation systems can achieve yields of 91.3 tonnes (t) fresh weight ha-¹ yr-¹, extracting 110 kg N ha-¹ and 13 kg P ha-¹ per year. The integration of sugar kelp farming in nutrient-rich environments, i.e., where there is increased dissolved inorganic nitrogen, has been previously shown to significantly enhance biomass production and nutrient bio-extraction. Large-scale cultivation in these conditions can yield between 220 to 340 t wet weight (WW) ha-¹ per growing season, corresponding to nitrogen removal rates of approximately 1.2 t N ha-¹ yr-¹.
Blue Mussels: Nutrient Cycling, Water Quality
The blue mussel, another integral species in the Blue Forest project, contributes to nutrient and carbon cycling through its filter-feeding and shell production capabilities. Mussels remove particulate organic matter, including phytoplankton and detritus, from the water column, thereby reducing nutrient levels and improving water clarity, promoting benthic primary production and overall ecosystem resilience. Studies have shown that mussel cultivation can significantly contribute to nutrient removal, with estimates indicating the extraction of approximately 700 kg N ha-1 yr-¹ and 6,600 kg C ha-1 yr-¹ under optimal conditions. Further research has demonstrated that mussel farming can achieve a high area-specific biomass of 60 t WW ha-¹ yr-¹, corresponding to nitrogen and phosphate removal of approximately 600 to 900 kg N ha-¹ and 30 to 40 kg P ha-¹ per full one-year production cycle. Additionally, long-line mussel farming has been proposed as a cost-effective mitigation tool, with nutrient removal costs lower than many land-based measures.
However, mussel farming can also negatively influence local nutrient cycling through the sedimentation of bio-deposits and the regeneration of nutrients back into the water column. Mussels produce feces and other waste, which, upon decomposition, release nutrients back into the local marine environment. Previous research found that within three weeks of deposition, up to 13.1 percent of available nitrogen in the form of dissolved inorganic nitrogen and up to 8.7 percent of available phosphate can be regenerated back into the water column.
To maximize the nutrient removal benefits of mussel farming while minimizing potential nutrient regeneration, studies suggest harvesting within the first year of the production cycle, before bio-deposit accumulation leads to hypoxic conditions and the initial net sink of nitrogen becomes a net source. Although mussel farming can help mitigate eutrophication and improve coastal water quality while generating food, more research is needed to assess the environmental impact of mussel farming, particularly looking at the prevention of nutrient regeneration and waste (i.e., empty shells and sludge) management.
Increasing awareness of the potential of synergistic cultivation approaches and conducting environmental life cycle assessments of regenerative aquaculture will provide valuable insights for the improvement of sustainable aquaculture practices.
The Blue Forest project will deploy a modular kelp cultivation system in collaboration with Arctic Seaweed for large-scale production. Seaweed will be co-cultivated with blue mussels.
Synergies
The co-cultivation of sugar kelp and blue mussels in integrated aquaculture systems presents a highly promising strategy for enhancing nutrient mitigation in marine ecosystems. As extractive species, mussels and kelp contribute to nutrient cycling in complementary ways. Mussels filter feed on suspended organic matter from the water column, while kelp absorbs dissolved inorganic nutrients, such as nitrogen and phosphate, directly from seawater. This coupled interaction helps mitigate the regeneration of nutrients from mussel feces into the water column, thus maximizing nutrient uptake efficiency and overall productivity.
The integration of M. edulis with S. latissima in aquaculture systems offers multiple ecological benefits beyond nutrient removal. Mussel filtration enhances water clarity, reducing competition for dissolved nutrients and optimizing conditions for kelp growth by improving light penetration. Meanwhile, kelp canopies provide structural habitat, enhancing biodiversity and supporting the settlement of mussel larvae. Beyond nutrient mitigation and biodiversity enhancement, the co-cultivation of these two native species has potential applications for carbon sequestration and climate change mitigation. Both sugar kelp and blue mussel production present an opportunity to contribute to “blue carbon” sequestration by directly absorbing CO2 from seawater for photosynthesis and shell formation, respectively.
Site selection plays a critical role in the success of integrated cultivation. Research suggests that mussels perform better in sheltered, nutrient-rich inner coastal areas, whereas kelp thrives in more exposed outer coastal waters with high dissolved nutrient concentrations, less resuspended particulate organic matter, and sufficient light penetration. Understanding these environmental requirements is essential for optimizing co-cultivation strategies and ensuring maximum nutrient mitigation efficiency while maximizing ecological and economic benefits.
Full Site Deployment Potential
Bideford Bay, situated on the north coast of Devon, hosts a diverse array of marine life, including fish, invertebrates, migratory birds and salt marsh habitats. This location has been selected as Algapelago’s farm site to deploy a modular integrated kelp and mussel cultivation system over a total area of 116 ha.
Nutrient sources for the bay enter primarily from the Taw and Torridge Rivers, which transport a mix of agricultural runoff and urban sewage. Algapelago’s Blue Forest Project will assess the nutrient cycling, carbon extracting, and ecological and economic potential of co-cultivating S. latissima and M. edulis at large scale.
The current kelp cultivation system setup at Bideford Bay comprises 4-by-200-m long-lines at approximately 2-m cultivation depth, seeded using twine, with a total seed line length of 0.8 km. This setup yields approximately 6 tonnes of sugar kelp at a density of 8 kg/m.
To enhance scalability and efficiency, the Blue Forest project will deploy a modular kelp cultivation system in collaboration with Arctic Seaweed (AS), whose offshore-engineered cultivation system is designed for large-scale production. The AS system features automation for rapid seeding and harvesting, a high-density seeding approach, and adjustable cultivation depths. It currently comprises 10 seeding modules, utilizing direct seeding, with a total seed line length of 4 km and an expected yield of 20 tonnes at 5 kg/m density. As the Blue Forest project evolves, the goal is to integrate mussel cultivation onto the AS rig. The mussel cultivation system will employ a dropper-based setup, comprising 2-by-100-m long-lines, with droppers spaced at 1-m intervals and extending 10 m in length. With a total seeded dropper length of 2 km, the system will rely on natural settlement and operate at 3- to 13-m depths, targeting a predicted yield of 20 tonnes at a density of 10 kg/m.
At full production potential, the integrated cultivation rig covering 116 ha will comprise 256 km of sugar kelp seed lines yielding 6 kg/m and a total of 197 km of mussel droppers yielding 8 kg/m. This large-scale production system is projected to yield 1,536 tonnes of sugar kelp and 1,576 tonnes of blue mussels per year.
Based on scientific literature values for optimized large-scale cultivation systems, 1 t of sugar kelp is estimated to extract approximately 1.2 to 3.5 kg N, 0.14 kg P and 15.0 to 54.8 kg C per year. This results in a total nutrient and carbon extraction potential of approximately 1,851 to 5,421 kg N; 219 kg P; and 22,588 to 84,118 kg C per year for 1,536 t of sugar kelp.
Meanwhile, 1 t of blue mussels is expected to extract approximately 10 to 15 kg N, 0.5 to 0.7 kg P, and 110 kg C per year. This will yield a total nutrient and carbon extraction potential of approximately 15,760 to 23,640 kg N; 788 to 1,051 kg P; and 173,360 kg C per year for 1,576 t of blue mussel cultivation.
In total, Algapelago’s Blue Forest integrated cultivation system is estimated to produce 3,112 tonnes of sugar kelp and blue mussel biomass and extract approximately 17.6 to 21.2 t N, 1.0 to 1.3 t P, and 195.9 to 257.5 t C per year for the full farm layout.
Ecosystem Services
Valuation of ecosystem services is being increasingly used as a financial tool to support aquaculture practices and sustainable marine management. The Economics of Ecosystems and Biodiversity initiative has been instrumental in quantifying the economic benefits of ecosystem services, estimating the total value of coastal and marine ecosystem services at $50 trillion per year.
A cost-benefit analysis of S. latissima cultivation also revealed promising potential for profitability, demonstrating a positive net present value of approximately €446,000 per hectare over a 10-year period.
Proper accounting of ecosystem services provided by regenerative aquaculture, such as those delivered by the Blue Forest Project, incentivizes greater investment in regenerative aquaculture through blue financing, carbon credit schemes and marine biodiversity-linked funding mechanisms.
Conclusion
As Algapelago prepares to deploy its modular cultivation system, it will test the scalability and ecological impacts of co-cultivating S. latissima and M. edulis. By demonstrating the nutrient mitigation potential and broader ecological benefits of this integrated approach, the project will position regenerative aquaculture as a cornerstone of sustainable marine resource management and a critical tool for combating climate change.
Overall, this integrated scalable and environmentally conscious approach will not only remove excess nutrients from coastal waters but also provide opportunities for food and biomass production while enhancing marine biodiversity and ecosystem resilience. The Blue Forest project also provides significant potential for natural capital value, enhancing ecosystem services that support biodiversity, water quality and climate regulation. By integrating economic viability with ecological benefits, this project exemplifies how regenerative aquaculture can serve as a scalable and sustainable solution to environmental challenges, providing both tangible financial returns and invaluable natural capital gains. By recognizing and quantifying these benefits, Algapelago’s Blue Forest project advances sustainable aquaculture practices while aligning with global conservation and climate goals.
Acknowledgments
The author would like to thank Dr. Alejandra Zazueta Lopez, a biodiversity scientist at Tunley Environmental, for reviewing this article.
Dr. Nora von Xylander is a marine biodiversity and sustainability scientist at Tunley Environmental.
Offshore Cable Management
The igus e-loop technology is a compelling alternative to traditional service loops.
By Tim Schneebeck
Operating in some of Earth’s most unforgiving environments, offshore oil and gas operations represent the front line of maritime resource development, where equipment reliability isn’t just preferred; it’s critical. If a single component fails, the consequences can quickly spiral, halting production, driving up costs, and putting both workers and the environment at risk.
One important yet often overlooked component is cable management for the top drive systems, which provide the torque that drives the drill string into the seabed. Until recently, service loops have been the go-to, yet imperfect solution for cable routing in these systems, prone to snagging on equipment in windy conditions, as well as strain-related damage.
Their design also creates a vulnerability. These assemblies, which comprise cables and hoses bundled within a large outer hose, are secured by potting with epoxy at both ends. If an individual cable fails or catches on equipment, the entire service loop assembly must be replaced, driving costly downtime and maintenance efforts.
The igus e-loop technology represents a game-changing response to these challenges. This modular energy chain system reimagines cable management for suspended applications in harsh environments, including the top drive systems in many offshore drill rigs. For operators pursuing sustainable and efficient ocean resource development, this technology transforms a chronic point of failure into a source of operational confidence.
e-loop
Addressing the limitations of service loops, the igus e-loop is a modular energy chain system that combines the flexibility of a polymer energy chain with the strength of a high-performance composite rope. This rope, which is 15 times stronger than steel, lies at the core of the e-loop design. It absorbs the tensile forces exerted on the cables, relieving them from strain and significantly extending their service life. The rope is also made of a synthetic plastic fiber, creating a shatter-proof, weather-resistant, flexible and corrosion-free solution.
The e-loop incorporates chain links made from high-performance plastic that are designed to be replaceable at any time, including during operation. This feature ensures the system can be easily maintained and adapted to changing requirements without the need for a complete overhaul. In addition, durable polyurethane foam bumpers, located on the outside of the e-loop, absorb impacts and further protect the system from damage caused by swinging or bumping into equipment. Like the other components in the system, these bumpers are replaceable, ensuring any damage can be quickly repaired without much downtime.
Thanks to this innovative design, the e-loop offers offshore operators many benefits. The e-loop’s modular construction and defined bend radius enhance operational reliability by reducing cable fatigue and minimizing maintenance requirements. These features improve system durability and reduce unexpected downtime.
The system’s robust design protects cables from impacts and vibrations, and its weather-resistant materials ensure reliable performance in extreme conditions. Its ability to reduce maintenance downtime and life cycle costs further supports sustainable practices by minimizing resource consumption and environmental impact.
The e-loop offers significant cost savings by reducing maintenance needs and extending service life. Its modular design allows for easy integration into existing systems, enabling seamless upgrades and minimizing installation time. These features contribute to overall cost efficiency, making the e-loop an attractive solution for industries operating in ocean and coastal environments.
igus e-loop technology successfully addressed the service loop issues once installed on Seadrill’s West Polaris drillship.
Seadrill’s West Polaris Drillship
In a recent offshore use case, Seadrill, a major offshore drilling company, was faced with the challenges of the traditional service loops installed on its top drive systems. These loops were prone to snagging and strain-related damage, leading to costly replacements of entire assemblies.
The e-loop technology successfully addressed these issues once installed on Seadrill’s West Polaris drillship. From system design to on-site installation, igus provided Seadrill with support throughout the implementation process on the ship and delivered the e-loop as a ready-to-install solution.
Consisting of igus chainflex flexible cables, the system combined multiple power, signal and hydraulic loops into a single loop design that not only reduced the overall footprint, but also extended the system’s durability. Compared to standard industrial cables used in traditional service loops, chainflex cables are designed for continuous flexing and harsh environments, offering resistance to abrasion, oil, chemicals, and temperature extremes.
With less cable failures and maintenance, Seadrill has seen substantial cost savings. The system proved so successful that Seadrill installed it on a second vessel, the West Capella.
The e-loop combines multiple power, signal, and hydraulic loops into a single loop design that reduces the overall footprint and extends the system’s durability.
Pertamina Drilling Services, Indonesia
The top drive system from the Indonesian company Pertamina Drilling Services, delivers critical clockwise torque to drill strings on oil rigs. This equipment is much larger than a typical hand drill and essential to operations—any downtime is unacceptable. Between 2022 and 2023, service loop failures prevented top drive operation, causing losses of several hundreds of millions of dollars.
In response, Pertamina modernized its cable management system by implementing the e-loop systems with chainflex cables. The results have been transformative: not only does the system operate with significantly greater reliability, technicians also report increased confidence in the solution. Installation and maintenance have become more efficient, with cable installation time reduced from 12 to just 6 hr.—cutting maintenance downtime by 50 percent.
Akita Drilling in Canada
Akita Drilling, a Canadian company operating about 20 drilling rigs, implemented the e-loop to solve its cable management challenges. Operating in Saskatchewan’s harsh weather conditions, the company needed a robust solution to safely supply energy and signals to the top drive mechanism that moves drill pipes up and down.
The modular e-loop system replaced the previous service loop with a design featuring an internal tension cable that protects all power and signal cables from the forces encountered during operation. Its weather-resistant construction absorbs vibrations and impacts—even successfully withstanding severe snowstorm testing without issues.
The e-loop provides a robust cable management solution for Akita’s top drive mechanism, which operates in Saskatchewan’s harsh weather conditions.
Other Applications
In addition to the offshore oil and gas sector, the e-loop system offers reliability, flexibility, and versatility across multiple industries where robust cable management is essential.
In the wind energy sector, the e-loop addresses challenges such as cable fatigue due to undefined bend radii and vulnerability to extreme weather conditions. By providing a defined bend radius and weather-resistant materials, it improves system durability and reduces maintenance downtime, enhancing operational efficiency.
In shore power supply, to ensure reliable energy transmission in coastal areas, the e-loop’s modular design supports individual component replacement without dismantling the entire system. This feature is particularly beneficial for coastal zone management efforts, where minimizing environmental impact and operational disruptions is crucial.
In coastal construction projects, the e-loop provides a reliable cable management solution for heavy machinery. Its robust outer protection against impacts and vibrations ensures operational safety and reliability, even in harsh coastal environments. One use case involves the bucket wheel excavators used by Holcim for cement production. This implementation has enhanced the machines’ reliability by safely guiding cables with large cross-sections and heavy weights, preventing tangling and reducing maintenance.
Conclusion
The igus e-loop technology represents an advancement in cable management systems, offering significant benefits for maritime operations. Its robust design, enhanced operational reliability and cost efficiency make it an ideal solution for industries operating in challenging environments where component failure is not an option.
Tim Schneebeck is the industry manager for offshore oil and gas at igus.
Evolving Tech Standard for International Maritime Communication Network
Coastal surveillance and transmission system diagram.
By Pierre Vergé
Managing coastal zones has become increasingly complex in recent years. Global maritime traffic has surged, demanding faster, more coordinated decision making from maritime authorities. Critical to this evolution is the rapid collection, transmission, and interpretation of data—and at the center of this challenge lies communication between people and systems.
Communication as Operational Infrastructure
Modern maritime operations hinge on the speed and clarity of information exchange. Whether coordinating pilotage services, managing vessel traffic systems, or responding to emergencies, the quality of decisions often depends on how effectively voice, sensor, and alert data are transmitted and interpreted. This need has moved integrated communication systems into the realm of critical infrastructure.
Traditionally, voice and digital selective calling systems have served as the backbone of coastal radio communication. Today, these systems must interconnect with radars, AIS, weather stations and evolving sensor arrays. Maritime operators now have the challenge of creating a cohesive, reliable environment where all inputs contribute to a shared operational picture.
Integration Over Isolation
A growing number of solution providers now specialize in systems designed specifically for these complex, integrated environments. One such firm, Kenta Technologies, focuses on radio communication systems tailored for coastal and maritime use, bringing VHF, MF/HF, and NAVTEX capabilities together with support for sensor integration and centralized control. While not a producer of radar or AIS hardware, Kenta uses these technologies to build systems that act as connective tissue across mission-critical environments.
From supporting distributed control rooms to facilitating long-range safety communications, companies such as Kenta are working to ensure that operational awareness is maintained, regardless of geography, topology or bandwidth.
Existing NAVTEX infrastructure may be challenged to pass the higher bandwidth and peak power of NAVDAT, which can occupy as much as 10 kHz of bandwidth.
Toward a Smarter Broadcast Future: NAVDAT
As communication standards evolve, maritime safety broadcasts are entering a new era. The NAVDAT standard—poised to complement or succeed NAVTEX—promises richer, more flexible data dissemination for coastal authorities.
Kenta Technologies, a designer and manufacturer of coastal maritime radios, has been actively involved in the development of the NAVDAT standard. The company’s approach reflects a broader industry shift toward flexible operationally aligned solutions.
Kenta is working on hybrid systems capable of broadcasting both NAVTEX and NAVDAT formats. The goal is not only to preserve compatibility for existing users but also to provide a pathway to more advanced messaging formats without requiring complete infrastructure overhauls.
Stakeholders across national administrations, port authorities, and research institutions may soon play an important role in validating and deploying these next-generation systems. Early collaboration could help accelerate real-world testing and set best practices for future deployments.
Designing for Real-World Operations
Industry experts agree that technology design must begin with operational needs, with the recognition that understanding decision cycles, user profiles and existing infrastructure is critical. Companies that prioritize consultative engagement early in the project life cycle tend to deliver solutions that are both technically sound and operationally transformative.
The most effective communication platforms are those that: align with existing vessel traffic and infrastructure monitoring systems; scale with increasing data inputs and evolving mission profiles; provide intuitive interfaces that reduce cognitive load for operators; and support compliance with international safety and GMDSS standards.
A Life Cycle Mindset
Beyond the equipment itself, long-term reliability often hinges on support and adaptability. The value of life cycle services—from system design and training to ongoing upgrades and maintenance—is especially evident in coastal zones, where conditions and regulations shift over time.
Providers such as Kenta are increasingly adopting full life cycle models, engaging with clients through initial consultations, integration efforts, operational training, and future-proofing strategies. This approach acknowledges that maritime operations are dynamic and that communication systems must be adaptable, not just robust. In order to achieve the goals of current and future maritime operations, close collaboration is required.
Examples of collaboration include Kenta’s partnership with GC Co. Ltd., which entered the GMDSS sector in Korea with the establishment of multiple shoreline sites in the country, and another NAVTEX project in Singapore. The Korean installation involved the design, manufacture, installation, and commissioning of five MHF transmission sites, five MHF/VHF reception sites, and two NAVTEX transmission sites. In Singapore, the Kenta replaced the Maritime and Port Authority’s NAVTEX transmission system and is now providing system maintenance services.
“Kenta’s willingness to transfer all necessary technical knowledge has been fundamental to our success,” said GC Co. Ltd. Sales Department Manager Jae Bong Lee. This partnership “has served both Kenta and GC exceptionally well in the global GMDSS market.”
A Kenta installation for the Bulgarian GMDSS coastal radio service.
As another example of collaboration, in Bulgaria, the Vessel Traffic Monitoring and Management System (VTMIS) and GMDSS systems were put into operation over an 18-year span, with current systems in place for the past 12 years. Kenta transmitters are used for MF/HF and NAVTEX communications. Scortel Ltd., a representative and technical partner of Kenta, was recently awarded a maintenance contract on Kenta transmitters for the Bulgarian Ports Infrastructure Co.
“We have been working with Kenta for more than 10 years, providing implementation, commissioning and maintenance of their MF/HF/NAVTEX transmitters for the Bulgarian GMDSS coastal radio service,” said Ivaylo Simeonov, director of maritime and satellite systems for Scortel. “Kenta brings competent service, flexible technical solutions and maximum efficiency to its projects with us.”
Navigating Complexity with Confidence
As coastal zones become more congested and more technologically complex, the importance of integrated communication will only grow. Future systems are likely to include: smarter automation of alerts and coordination messages; cloud-based management and monitoring tools; interoperability across national and regional authorities; and secure, distributed architectures for continuity in crisis situations.
The maritime community—engineers, regulators, operators, and technology providers alike—must continue working together to ensure that communication systems are as agile and reliable as the operations they support. Real progress will come not just from innovation but from understanding: listening first, designing with intent, and deploying with long-term needs in mind.
Pierre Vergé is the general manager of Kenta Technologies, a Nautel company.
Technology Ecosystem Above and Below Water
Image depicting Subsonus USBL2 operation. A single surface Subsonus unit can track a multitude of underwater assets using USBL2 technology.
By Chris Sundstrom
The drive for efficiency and accuracy in marine, including subsea, operations is often hampered by the challenge of system integration. Each piece of equipment, for example, a sonar or INS, often runs its own unique protocols and configurations. Marrying these varied components into a cohesive, functional system requires significant time and expense.
Over the years, I have seen organizations integrating disparate systems from various manufacturers, struggling with the complex custom engineering and integration issues, with no guarantee they will work together. This can quickly increase costs, lead to inefficiencies and create significant barriers when entering new industries.
Simplifying integration and reducing operational complexity are key motives that empower the technology ecosystem at Advanced Navigation. The ecosystem’s vision is to have everything automatically configured for the customer with one supplier. This allows for compatibility at a much tighter integration level, leading to better performance via a process that is simpler and, thus, more efficient.
USBL2: Filling A Crucial Gap in Subsea
A compelling case on the power of the technology ecosystem can be demonstrated via Advanced Navigation’s Subsonus USBL2 technology.
Historically speaking, obtaining crucial underwater data, such as determining a precise heading, has presented challenges to subsea operations. Traditional methods often relied on fiber-optic gyroscopes (FOGs) or magnetic heading devices. FOGs, while highly accurate, are typically expensive, heavy and complex to set up, limiting their application in certain scenarios. By comparison, magnetic heading devices offer lower accuracy, are prone to drift and errors, can be severely affected by magnetic interference from structures, and struggle with accuracy due to degradation at high latitudes.
Consequently, the USBL market itself has long featured a gap between high-end, complex, and expensive systems and less reliable, prone to instability, low-end options. Combined with the complex and costly setup process, users would struggle to get useful data out of these products.
Subsonus USBL underwater.
Subsonus was developed to bridge this gap by offering a high-accuracy positioning sensor that overcomes issues with magnetic interference at high latitudes while being cost-effective. Subsonus provides a unique USBL configuration option called “USBL-squared” (USBL2). The primary difference from traditional configurations, such as classic USBL or inverted USBL, is having a transducer on both the surface vessel and the tracked object.
Each Subsonus unit contains a high-specification INS alongside its hydrophone array and acoustic sounder. The INS provides 6 degrees of freedom (DoF) data: roll, pitch, magnetic and gyroscopic headings, heave, and acceleration. Data from the inertial sensors is fused using Advanced Navigation’s proprietary algorithms.
The hydrophone array is used to measure the speed of sound through water at the transducer head. Acoustic signals exchanged between units are encoded with data and include inherent multipath rejection filters, allowing information sharing beyond simple ping response.
This multi-pronged approach offers a multitude of benefits. By performing USBL calculations at both the tracked object and surface vessel, each Subsonus unit forms part of a single, highly accurate positioning system. Unlike methods requiring FOGs, USBL2 resists magnetic interference, has higher noise tolerance than traditional USBL, and avoids degradation at high latitudes. The high sensitivity and fine granularity of angular measurement from the USBL2 architecture help overcome difficulties in precise positioning when dealing with acute slant range, such as in shallow-water conditions, and when attached to more dynamic vessels. USBL2 measures the speed of sound at each Subsonus transducer, which is then shared between units for greater precision in range approximation. A single surface Subsonus unit can manage an unlimited number of remote Subsonus transducers.
Additionally, Subsonus introduces modern user-friendly upgrades, including a web-browser-based interface and ethernet connection. The result is a solution that improves heading accuracy, reduces complexity and calibration time, and introduces faster integration into vessel designs.
Hydrus is a hovering micro-AUV designed for cost-effective benthic and habitat monitoring and underwater surveying.
Subsonus Tag and Hydrus Micro-AUV
Within Advanced Navigation’s technology ecosystem, Subsonus is a critical component working seamlessly with the rest of the company’s subsea product portfolio, including the Subsonus Tag and the Hydrus hovering micro-AUV. Through real-time data fusion, cross-platform interoperability, and effortless integration of new and legacy products, the whole ecosystem allows for compatibility at a much tighter integration level, delivering practical benefits for customers.
The Subsonus Tag is an acoustic positioning transponder that works with the Subsonus USBL2 system. Its purpose is to actively respond to a Subsonus unit, allowing its position to be identified and displayed. The tags are small, battery-powered, easy to use, and require no connectors and minimal maintenance. They also feature an electronic paper screen displaying battery life and other user-friendly features. A single surface Subsonus unit can track multiple tags simultaneously, which is particularly useful for maintaining awareness of divers and subsea operational objects.
Hydrus is a hovering micro-AUV designed for cost-effective benthic and habitat monitoring and underwater surveying. Hydrus is distinct because it features a full navigation and positioning suite that includes an INS, DVL, high-resolution camera, USBL positioning, and acoustic communications, all integrated as standard, rather than as aftermarket options.
Hydrus excels at collecting georeferenced high-resolution imagery and 4K video, enabling the post-processing and creation of detailed digital twins. Its minimal logistics footprint allows for deployment by a single person without large support vessels, making it significantly faster and more affordable for data collection below 50 m. Although Hydrus is an end-user product, it is built to take full advantage of the ecosystem to bring down the cost of complexity. It is compatible with the Subsonus, with no need for additional hardware as Hydrus can leverage the existing capabilities of the Subsonus system.
Some Advanced Navigation customers were already using Subsonus Tags for diver tracking before later purchasing Hydrus, which they then tracked using the same Subsonus system. In these cases, Hydrus was able to take on some of the diving crews’ tasks by optimizing subsea surveying and data collection. This shows how easily operations can expand within a single supplier’s tech ecosystem.
Hydrus micro-AUV exploring Ningaloo Reef.
Small-Scale ROV Program
Subsonus’s capabilities have been demonstrated recently with JM Robotics, one of Scandinavia’s largest suppliers of small, robust ROV systems. JM Robotics was in need of an ultracompact, lightweight heading solution for a small ROV. The task was to inspect buried submarine pipelines in challenging shallow-water conditions near busy areas, with difficulties such as magnetic interference from ferrous pipelines, noise from boats, poor visibility, strong currents and underwater obstacles.
Traditional FOGs were too large, heavy and expensive, while magnetometers were unusable due to interference. This particular application also required complex ROV piloting, using 6 DoF of movement, to follow the hidden pipelines and successfully battle currents and avoid various obstacles.
Subsonus was identified as the best solution due to its small size and minimal weight. It provided an “acoustic compass” function, delivering accurate heading without relying on magnetometers or FOGs. The system was integrated with a DVL for acoustic velocity and altitude reference, leading to a straightforward installation and easy connectivity setup for the team.
The result was a success. JM Robotics found that using Subsonus immediately provided the additional navigation functions and accuracy required. ROV piloting was also improved when visibility became difficult, as Subsonus provided continuous position and acoustic heading data regardless of water turbidity.
A Cohesive Solution
The basic task of navigating underwater is complex and compounded by the challenges of integrating disparate systems from various suppliers. The cost and difficulty associated with such integration continues to be a major hurdle for industry. But it doesn’t need to be.
Advanced Navigation’s technology ecosystem can provide performance benefits derived from tighter system coupling, including enhanced navigational certainty, increased resistance to interference, and adaptability. This approach can empower industry leaders to overcome technical and integration hurdles, enabling them to focus on operational goals, access new market opportunities, and position themselves for success.
Chris Sundstrom is the subsea product manager at Advanced Navigation.
Register: IPCC Expert Reviewers
The Intergovernmental Panel on Climate Change (IPCC) has opened registration for expert reviewers of the first-order draft (FOD) of the Special Report on Climate Change and Cities.
Following the second lead author meeting in August 2025, the authors of this report have prepared a first draft, and experts worldwide are sought for review and comments.
The review of the FOD is the first of multiple review stages for every IPCC report. The review process is critical in preparing IPCC reports to ensure scientific rigor, the widest range of perspectives, and relevance to the urgent challenges urban areas and communities face in a warming world and changing climate.
Scheduled for release in March 2027, the Special Report on Climate Change and Cities will be the first IPCC report published in the seventh assessment cycle. It is also the only special report in the current cycle. The report aims to provide a timely assessment of the latest science related to climate change and cities, including climate impacts and risks, as well as adaptation and mitigation options.
All review comments will be addressed by the authors. The comments and the author responses, together with the drafts, will be published after the report is finalized.
Interested experts can register for participation in the review here.
The registration of experts will close November 30, 2025.
The FOD review period will close December 12, 2025.
Learn more here.