Discussing a concept for a new business model with a holistic and incentivised “pipeline” approach across the entire supply chain. The key elements of the model will be decarbonisation, digitalisation, sustainability, collaboration and cooperation, all of which will be drawn together to form the basis of a 4th commercial contractual solution complementing existing voyage, time and bareboat charter parties.

Summary, the global interest in the environment is increasing, and due to this atmosphere, the maritime transport sector, which accounts for more than 90% of the world's cargo volume, is also participating. Currently, the idea of Green Corridors took root in the public consciousness at COP26 in Glasgow, with the signing of the 'Clydebank Declaration' by governments and the publication of the report The Next Wave: Green Corridors, which described the concept in detail.
Since then, we’ve seen an explosion in interest and announcements, which the Global Maritime Forum is tracking in the 'Annual Progress Report on Green Shipping Corridors 2022'. These Corridors are about creating the right environment for the development and deployment of zero-emission shipping – fuels, technologies, infrastructure, business models, even rules and regulations – that will be needed for the long-term transition to a zero-emission sector.
Meanwhile, one of the main reasons to develop 'Green Corridors' is that it creates the possibility to work on specific routes that are more feasible than others, whether because of economics or policy or existing momentum among stakeholders. Working on specific routes also means a limited number of cargo types, vessel types and port calls, for instance, which also makes it easier to commit to certain fuels and technologies.
This presentation provides for trends and outlooks that may occur during 'Green Shipping Corridor' through related data investigation, data verification, feasibility analysis etc. techniques.
Furthermore, it aims to prepare a plan for more efficiency 'Green Shipping Corridor' by deriving the countermeasures as a results of the response scenarios.

1. Policy on Green Shipping Corridors in R.O.K
- The Republic of Korea and the United States announced technical cooperation to help facilitate establishment of a green shipping corridor at COP 27, 7 Nov 2022.
- R.O.K plan to expand green shipping corridor to other countries such as E.U, Asia, Australia, etc based on result of Feasibility study on R.O.K-U.S Green Shipping Corridor


2. Current status on R.O.K-U.S Green Shipping Corridors
- According to the declaration, R.O.K-U.S ongoing a pre-feasibility study to explore the potential of creating a green shipping corridor between major cargo ports in each country from Feb. 2023
- The result of pre-feasibility study on the green shipping corridor will be announced at COP 28(Nov. 2023)


3. Challenges to be addressed in the future
- In addition to technology development for the commercialization of zero-emission fuel, R.O.K plan to establish policy/institutional basis such as clear signal to industry and support systems that can encourage the participation of various stakeholders.

Recently, interest in green supply chains has increased. Forming a green supply chain is considered to be a major challenge in the global logistics industry. EU has implemented policies such as Carbon Border Adjustment Mechanism (CBAM) and Critical Raw Materials Act (CRMA) to ensure the sustainability of green supply chains. Logistics companies are restructuring the entire logistics supply chain according to green policies. Shipping companies are expanding their introduction of eco-friendly vessels and use of green fuels. This presentation discuss the current status and challenges of green corridor and supply chain management in the logistics industry.
First, it refers to the status of shipping companies' introduction of eco-friendly vessels and environmentally friendly fuels such as green methane, hydrogen, and ammonia. Next, it introduce the current status of EU green supply chain policies such as CBAM and CRMA. It also assess the impact of the EU's green supply chain policy on the logistics industry. Finally, it present challenges for the logistics industry due to green supply chain policies.

The presentation will focus on the maritime energy transition and clean shipping fuels.
We will share Rystad Energy’s views on:

• The long-term outlook for energy related shipping and new opportunities that can arise from the energy transition.
• How the supply capacity for ammonia and methanol has developed and how it is likely to grow towards 2040.
• The cost development for alternative fuels like methanol and ammonia. We will provide our expected cost range for the use of these alternative fuels in shipping. Given that these are immature markets, we will provide sensitivity analyses with respect to power prices, CCS costs and natural gas prices.
• Our view on the future fuel mix in shipping and how the industry should adopt cleaner fuels in order to meet different climate scenarios.
• The importance of green corridors in the maritime transition.

The Lean and Clean Future of Energy and Shipping

Brief introduction of GCMD
- Rationale
- Mission
- Philosophy

Challenges to decarbonise the maritime sector
- Shipping is a hard to abate sector
- System and system of system approach
- Measures for maritime decarbonisation (T&O, Alt Fuel, Market)
- Too many variations and solutions, finite resources, and limited time
- What can we do now? Global efforts

GCMD’s efforts
- Ammonia bunkering
- Assurance of drop-in green fuels
- Shipboard carbon capture

2024년 01월 01일 부로 계약되는 선박은 IACS UR E26 에 따라 선박의 사이버 복원력을 의무적으로 만족해야 합니다. 선박의 사이버 복원력은 대상시스템에 대해 Identify, Protect, Detect, Respond, Recover 의 총 5가지의 요구사항을 모두 만족해야 합니다. 선박은 각 요구사항 만족을 위해 문서작성에서부터 NMS(Network Management System), Firewall 과 같은 보안 장비를 설치해야 하고, 이를 바탕으로 현장 검사가 이뤄져야 합니다. IACS UR E26 에 대한 책임은 선박을 건조하는 조선소에 있으며, 조선소는 적합한 솔루션을 제시해야 합니다. 하지만, IACS UR E26 의 선박의 사이버 복원력은 선박이 사이버 공격을 당했을 때를 대응하기 위해 선박에서 필요한 조건들을 열거하고 있음에도 불구하고, 현재까지도 선박은 육상에서 사용하고 있는 분석방법과 제품들을 대부분 적용하려고 합니다. 선박의 특성을 무시한 사이버보안은 안정성이 낮습니다. 선박의 사이버보안 사고는 물류 중단, 환경 파괴 등과 같은 막대한 비용과 책임이 우리 모두에게 있음을 인식해야 합니다. HD 현대글로벌서비스는 IACS UR E26 에 부합하는 선박 전용 사이버보안 솔루션을 세계최초로 개발하여 출시하였고, 상용화 준비를 위해 각종 선급 인증을 취득하였습니다. 나아가 HD 현대글로벌서비스는 자율운항선박에서 요구하는 사이버보안 사항을 모두 만족하기 위한 연구개발을 진행 중에 있으며, 이는 미래 선박의 안정적인 발전을 도모하고 선박 사이버보안 산업을 형성하고 이끌어 갈 것으로 기대하고 있습니다.

Ships contracted for construction on after 1 January 2024 must satisfy cyber resilience in accordance with IACS UR E26. The ship's cyber resilience must satisfy all five requirements of the target system: Identify, Protect, Detect, Respond, and Recover. In order to uniformly implement each requirement, the ships must install security equipment such as NMS (Network Management System) and firewall from document preparation, and onboard inspection test must be conducted based on it. Responsibility for IACS UR E26 rests with the shipyard and the shipyard must provide a suitable solution. However, despite the fact that the cyber resilience of ships in IACS UR E26 enumerates the conditions necessary for ships to respond to cyber attacks, ships are still trying to apply the analysis methods and equipment used on land. Cyber security that ignores the characteristics of ships has low stability. We must recognize that cybersecurity incidents on ships carry huge costs and responsibilities to all of us, such as logistics disruptions and environmental destruction. HD Hyundai Global Service developed and released the world's first ship-only cyber security solution that complies with IACS UR E26, and acquired classification certifications in preparation for commercialization. Furthermore, HD Hyundai Global Service is conducting research and development to satisfy all cyber security requirements for autonomous ships, which is expected to promote the stable development of future ships and lead the ship cyber security industry.

The demand for maritime transportation of electric vehicles has been increasing and is expected to continue to rise. This increase in maritime transportation has raised the concerns about the risk of fire incidents involving electric vehicles onboard. While electric vehicles are less prone to catching fire compared to conventional vehicles, they pose a challenge in terms of fire suppression.

Recognizing the fire safety concerns associated with electric vehicles, the IMO will discuss this issue, however, the process of developing and implementing new regulations can be time-consuming.

Therefore, in the meantime, measures focusing on mitigating the risks associated with fire incidents of electric vehicles should be considered to ensure the safe transportation of electric vehicles.

As the Fourth Industrial Revolution has arrived, technological developments aimed at improving stability and efficiency through the application of automation and unmanned technologies are underway in the maritime industry. Among them, the automatic mooring system, designed to assist the quick and safe arrival and docking of ships, collects various information from the ship's identification information and fusion sensors, enabling minimization or unmanned operations. This reduces the risk factors that occur compared to the conventional method using mooring lines and enables efficient pilot support.

As a basic stage research, our team presents a conceptual design for an automatic mooring system for implementing autonomous navigation vessels. The research content can be classified into hardware design of the automatic mooring system, design of control and operation processes, development of hull measurement technology, development of numerical models for motion displacement/mooring force estimation, and analysis of operating environments and scenarios within the port. In this presentation, we will discuss the current research status and future direction.

Keywords: Automated mooring system, Maritime autonomous surface ships

In the era of Industry 4.0, the technological paradigm shift has had a direct impact on ship maintenance systems. Condition-based maintenance (CBM) is defined as a technology that monitors the condition of machines and diagnoses/predicts failures to perform predictive maintenance in existing calendar-based or time-based maintenance systems. In this study, we constructed the core machinery systems of a ship on a land-based test bed with identical configurations to obtain the library data necessary for algorithm development. This allowed us to accurately simulate possible failure modes that could occur on an actual ship. To obtain failure data for each machinery system, we conducted onshore failure mode simulation test using actual ship equipment. In the initial development phase, we analyzed and selected the failure modes that could be reproduced for the onshore failure simulation test. In the case of main engine, more than 10 kinds of failure mode were implemented, and 6 kinds of failure mode were implemented for generator engine. The criteria for selecting failure modes were that they should be frequently occurring on ship, have high consequential risk, and be reproducible on an onshore testbed. We conducted failure mode simulation experiments in collaboration with expert engineers for main engine and generator engine owned by Korean register. And Also, We developed equipment-specific failure diagnosis and prediction algorithms and applied various machine learning and deep learning models. Actually, failure data has a very high measurement frequency, which required considerable computing power, and data preprocessing is necessary to derive more accurate diagnosis and prediction results. In general, we refer to this data preprocessing process as called, feature extraction, which can reduce data volume and improve algorithm performance. In case of M/E and G/E, in addition to the operation data as AMS, we developed a mathematical and statistical method to extract the feature of pressure and vibration properties of the cylinder. Furthermore, we utilized the data derived from engine system failures to develop AI algorithms for the CBM system. we hope to improve the performance of the failure diagnosis/prediction algorithm and reliability through feedback on operation results for test vessels. And we will analyze the design requirements of the CBM system to develop guidelines for inspection and approval. The final goal of this project, an autonomous vessel, is to be delivered after 2024, so we will build and commission the CBM system. And the optimization until the end of 2025. In this presentation, we will introduce the challenging development process of CBM technology, which is essential for the digitalization of ship inspection, and introduce research activities to apply it to MASS. Although it is difficult to realize a perfect CBM technology through this project, we expect it to be basic research to solve many challenges that will be faced soon.

LNG transfer solutions are presently facing new operational challenges when it comes to gas bunkering.
The population and variety of gas-propelled vessels keeps increasing due to the path to decarbonization taken by several companies thus posing a wider mix of challenges to LNG bunker ship operators who often need out-of-the-box solutions to increase their operational envelope and the overall versatility of their assets.
Trelleborg Gas Transfer has developed and is presently supplying solutions able to address such challenges for both LNG bunker vessel and LNG fueled vessel operators & owners, thus increasing effectiveness and efficiency of such ships and granting new commercial opportunities to the overall market.

Methanol solutions:
• Technical and operational changes and challenges by applying methanol as fuel.
• Overview of methanol solutions (heat exchanger, pump, tank mgmt.)
• Latest update on fuel conditioning module & boiler

Ammonia solutions:
• Technical and operational changes and challenges by applying ammonia as fuel.
• Development activities and plans on ammonia solutions:
- fuel supply system
- pump
- boiler
• Ammonia vapor removal system

Other solutions:
• Other products and services for decarbonization

Two centuries of ship propulsion by fossil energy is to be replaced by a new era of carbon-free clean power in decades to come. While most comfortable clean power can be the evolution into the internal combustion system using either green ammonia or hydrogen, most practical and economic option appear to be nuclear power that has been time-tested by naval vessels and icebreakers during the past 70 years. Recent development of advanced small modular reactor (SMR) and micro reactor (MR) for maritime applications will be briefed in connection with field experiences. Technical comparison will be made on three most outstanding small modular reactor designs, i.e. pressurized water reactor (PWR), lead fast reactor (LFR) and molten salt reactor (MSR). Nuclear safety, security, waste, economy and maneuverability will be main aspects. In all aspects, small LFR’s are widely recognized as a leading technology. A detailed examination will be made for a lead-bismuth cooled micro nuclear reactor that has been developed specifically for maritime applications including offshore hydrogen production and ship propulsion. Using the initial loading of low enriched uranium (LEU) fuels, the small LFR fulfills the goal of some 40 year life. which can be supported by new advanced materials with life-long endurance to corrosion, radiation and impacts. As frequent refueling of SMR can undermine safety, security and economy the non-refueling technology is expected to emerge as the maritime standard as it is already seen the case in naval submarine reactors. Decommission at the end of life of the life of service technology based on LFR is made straightforward by allowing the transportation of spent nuclear fuel to recycling center, leaving behind only small amount of structural materials for disposal as Low and Intermediate Level Wastes. High Level Wastes arising from the recycling of spent nuclear fuels is further decontaminated into Intermediate Level Wastes by applying an advanced pyroprocessing called PyroGreen.

The shipping industry plays a crucial role in global trade but contributes significantly to environmental pollution and climate change due to its reliance on traditional fossil fuels. To address these issues, there is a growing trend towards adopting alternative fuels for ships, such as liquefied natural gas (LNG), methanol, and ammonia. While there are several benefits to using these fuels, there are also some difficulties to consider.

Key words of benefits or difficulties of using alternative fuels:
- Reduced Emissions
- Compliance with Regulations and reducing penalties
- Future proofing
- Infrastructure Challenges
- Issues on amount of production

The use of alternative fuels like LNG, methanol, and ammonia can help make the shipping industry greener and more sustainable. However, there are challenges related to building the necessary infrastructure and producing these fuels on a larger scale. It's important to consider all aspects, including technical, economic, and operational factors, when adopting alternative fuels.

Furthermore, since not all ports have the facilities to provide alternative fuels, it may be necessary to plan routes and choose fuels accordingly. This means selecting the most suitable alternative fuel for each part of the journey based on the availability of bunkering facilities. By doing so, ship operators can make the best use of existing infrastructure and ensure a smooth transition to greener fuels while maintaining efficient operations. To reach on the target of the IMO and EU, more research, development, and collaboration are needed to overcome these challenges and make alternative-fueled ships more widely available.

As global concerns for environmental pollution and climate change are increasing, efforts to reduce Greenhouse gas (GHG) emissions in the maritime industry have been ongoing since the early 2000s. According to the International Maritime Organization’s (IMO) GHG strategy, international shipping companies are required to reduce total GHG emissions at least 50% of 2008 level until 2050. HD Hyundai Heavy Industries (HD HHI) is actively engaged in research and development for GHG reduction. Among various methods, the most effective approach is the fuel conversion, transitioning from carbon-intensive fossil fuels to carbon-neutral fuels such as methanol, ammonia and hydrogen.
HD HHI is dedicated to the development of various carbon-neutral fuel engines. The H32DF-LM methanol engine developed by HD HHI is the world’s first 4-stroke engine passed the Type Approval Test from classification societies. To achieve rapid development, various design and operating parameter are optimized through the application of the state-of-the-art Virtual Product Development (VPD) technology. 3D combustion simulation is conducted to investigate the fundamental characteristics of methanol combustion and determine injector specification. Since methanol has low carbon atoms and greater latent heat of vaporization than that of conventional diesel, the engine can achieve the high performance with much lower NOx and smoke than conventional diesel engine. Virtual-data and test-driven design technique is applied to optimize operating parameters, ensuring stable combustion and high performance. It is continuously upgraded based on S&FD (Simulation and Few Data)-driven design technique to improve the prediction accuracy of the ship engine performance. Elasto-hydrodynamic analysis based meta-model is used to enhance the lubrication performance of the journal bearings.
HD HHI is continuously developing and applying VPD technology for engine design to expand the HiMSEN methanol-DF engine lineup. Additionally, HD HHI plans to continue its research for the development of ammonia and hydrogen engines in the future.

Various implementation plans are being reviewed in each field to achieve the 2030 national greenhouse gas reduction target (Nationally determined contribution, DNC).
Biofuel can be used by utilizing the existing infrastructure in the transportation field (road, maritime, aviation). The amount supplied by the country is recognized as the amount of greenhouse gas reduction in the country. Therefore, in this presentation, I would like to examine the supply and technology development status following the introduction of global biofuels in shipping, I would like to look at the prospects for future carbon-neutral practices following the supply of biofuels in the maritime sector.

The presentation will discuss how the various sectors of International shipbuilding have developed since the 70s and what are the possible needs for growth and contraction. Greek shipping (still No 1 in the world in DWT terms) will be compared with International shipping taking into account the Greek Ownership and Management model (a few companies with fleets above 50 vessels and many with much smaller fleets coupled with mostly in house management). Will also try to discuss the value of the Korean technology for what is happening in Greece today and for the few more years to come.

♦ The status of general industry in Saudi Arabia for 80 years development and what Saudi Arabia need related with Vision 2030
♦ Current situation of shipbuilding development in Saudi Arabia.
♦ The work related with Ministry of Industry, Ministry of Investment, SIDF(Saudi Investment Development Fund), PIF(Public Investment Fund) and EXIM(Saudi Exporting/Importing Bank) & RC(Royal Commission)
♦ Advantage & Vision of Ras Al-Kahir Special Economic Zone
♦ General Industrial Trend of Current Saudi Arabia and Business Opportunity

♦ Introduction of Saudi Shipbuilding Industries: Current Status and Operation Schedule
IMI (International Maritime Industries)
Makeen (Engine Factory)
Tuwaiq (Casting and Forging Factory)
♦ Saudi Government Policy to support localization
IKTVA Policy
EXIM Bank policy
Local Manufacturing Policy
♦ Ras Alkhair Special Economic Zone (RSEZ) Policy
Saudi Government Policy
How Korean Company can enter at RSEZ?
♦ Saudi Markets Entering Strategy
Vendor Approval
Utilizing local agent and partners
Establish local foundation through Saudi Government Policies
How to manage the markets and whom you should hire from the local markets?
What to do and What not to do
Expand business markets to the MENA