The luncheon gathered around 30 participants, mainly Honorary Consuls with jurisdiction all over the Hellenic Republic, representing countries that have not established Embassies in Greece.

Notable members of the Hellenic political scene and/or members of the Greek Government are usually invited to attend these meetings. Mr. Dimitris Skalkos, the Ministry of Foreign Affairs Secretary General for International Economic Affairs and Chairman of Enterprise Greece, was this meeting’s Guest of Honor.

Discussions focused on bilateral issues between Greece and the countries represented by their respective Consuls, with particular emphasis on trade, investment, and economic diplomacy.

“In a world of shifting geopolitics and economic challenges, our role is more relevant than ever. We facilitate trade, we support investment, we assist our citizens, and we strengthen Greece’s international outreach” said President Christos Vardikos in his opening remarks

“At a time when Greece is promoting extroversion, investment, and innovation, this kind of dialogue is essential.”

From the left , Mr. Christos Vardikos-Consul of the Commonwealth of Dominica in Greece, Mr. Gabriel Petridis, a shipping professional and Honorary Consul of Vietnam

Το άρθρο Consular Corps in Greece holds working luncheon. εμφανίστηκε πρώτα στο Maritimes.

Dry Bulk Supply: Heavier Deliveries, but Ageing Fleet Offers a Buffer

Dry bulk supply growth has remained relatively manageable over the past three years, but the market is now moving into a more challenging phase as the orderbook expands and the delivery schedule becomes heavier. Across the Handysize, Supramax/Ultramax, Panamax/Kamsarmax and Capesize/Newcastlemax segments, the combined fleet has grown from approximately 972.4 mills DWT at the end of 2023 to around 1.066 bn DWT currently, an increase of about 9.6%. Annual fleet growth remained close to 3% in both 2024 and 2025 before accelerating modestly so far in 2026. The main feature of this expansion is not simply its pace, but its uneven distribution. Handysize capacity has grown much faster than the rest of the fleet since end-2023, while Capesize/Newcastlemax supply has expanded considerably more slowly. At the same time, the forward orderbook has shifted in the opposite direction, with the greatest future supply exposure now concentrated in the larger segments. This suggests that the composition of fleet growth over the next two years could look quite different from what the market has experienced recently. Low demolition has so far allowed most newbuilding deliveries to translate almost directly into fleet expansion. Around 33.3 mills DWT was delivered in 2024 against only 3.8 mills DWT recycled, followed by 35.9 mills DWT of deliveries and 5.3 mills DWT of demolition in 2025. During 2026 to date, approximately 32.9 mills DWT has already entered the fleet, while only 2.8 mills DWT has exited. This persistent lack of recycling has kept net additions close to 30 mills DWT per year. The forward picture is more demanding. The dry bulk orderbook has increased from around 8.0% of the fleet in DWT terms at the end of 2023 to approximately 15.0% currently. The Capesize/Newcastlemax orderbook now stands at around 18.7% of the existing fleet, while Supramax/Ultramax is at 15.2% and Panamax/Kamsarmax at 13.1%. Scheduled deliveries for 2027 alone amount to approximately 52.1 mills DWT, equivalent to around 4.9% of the current fleet. On headline numbers, this points to greater supply pressure. However, gross deliveries should not be treated as equivalent to net effective fleet growth. Around 12.8% of the existing dry bulk fleet by vessel count is already more than 20 years old, with the proportion even higher in several smaller and mid-sized segments. This creates significant recycling potential and suggests that part of the incoming capacity could ultimately replace ageing tonnage rather than simply add to total effective supply. Demand fundamentals remain supportive, but not strong enough to remove the supply question altogether. Total seaborne dry bulk trade is expected to increase by around 1.7% in 2027, with iron ore growing at a similar pace, while coal and grains remain comparatively subdued. Bauxite continues to stand out as the strongest growth area, with volumes expected to rise by around 7.3%, while minor bulks are also projected to post moderate gains. The quality of demand growth will therefore matter as much as the headline volume increase, particularly where longer-haul trades generate additional tonne-mile demand.

The central question for 2027 is whether tonne-mile growth, slippage and higher recycling can absorb a materially larger delivery programme. On the surface, scheduled fleet additions are running ahead of expected cargo growth, pointing to a less comfortable supply-demand balance. At the same time, the ageing fleet and the possibility of stronger demolition mean that the headline orderbook may overstate the true increase in effective capacity. The dry bulk market is therefore approaching a period in which fleet replacement, vessel utilisation and trade distances will be just as important as absolute delivery numbers in determining market balance.

S&P Activity:

Dry

Far Eastern buyers have acquired the Capesize “Ekaterini V” – 173K/2012 Bohai for USD 35 mills. On the Kamsarmax sector, the “World Diana” – 82K/2020 Oshima was sold for USD 41 mills, while the “Kirribilli” – 82K/2011 Tsuneishi changed hands for low USD 22 mills. Moving down the sizes, the sister vessels “OAK” and “Juniper” – 57K/2011 STX were sold enbloc for USD 33 mills, while “New Horizon” – 55K/2010 Kawasaki was sold for USD 18.3 mills.

Tanker

In VLCC sector there is only the old sale of “Seeb” -319K/2011 Daewoo and “Samail” – 302K/2011 Universal which are sold enbloc for USD 160 mills but are not delivered yer. On the Suezmax sector, the “Almi Galaxy”-157K/2012 Daewoo was sold for high USD 80s mills, the “Tianlong” – 159K/2009 Bohai changed hands at the high USD 80 mills and the “Nordic Freedom” – 159K/2005 Daewoo was sold for USD 65 mills. Moving down the sizes, the Scrubber fitted LR2 “STI Veneto” – 110K/2015 Hyundai Samho changed hands for USD 70 mills, while the similarly Scrubber fitted “STI Elysees” – 110K/2014 Hyundai Samho was sold for USD 73 mills. On the Panamax/LR1 sector, UAE buyers acquired the “Bluebird” – 74K/2016 New Times and the “Starling” – 74K/2016 New Times for USD 110 mills enbloc, while the “Jag Sparrow” – 75K/2005 HHI changed hands for high USD 23 mills. On the same sector, the “Andes” – 68K/2003 Koyo was sold for USD 13.5 mills. On the MR2 sector, the ice classed “Torm Laura” – 53K/2008 GSI was sold for USD 22.5 mills, while the “Green Planet” – 51K/2014 Dae Sun changed hands for USD 36.5 mills. The “MP MR Tanker 1” – 50K/2011 HMD was sold for USD 29.3 mills basis delivery in December, while the “Leon Grace” – 50K/2008 Hyundai Mipo was sold for USD 22.9 mills. Moving further down the sizes, the “Akar West” – 47K/2003 Admiralteyskiy changed hands for USD 4.5 mills, while the “Easterly Jupiter” – 37K/2009 Hyundai Mipo was sold for USD 19 mills basis December 2026 cancelling. Finally, the Stainless steel “Bow Victory” – 21K/2016 Asakawa was sold for region USD 30 mills.

Το άρθρο [xclusiv] S&P Report 05th October 2026 εμφανίστηκε πρώτα στο Maritimes.

The forum brought together shipowners, technology providers, academics and DNV experts to examine the practical readiness of energy-efficiency and decarbonization measures. Discussions focused on measured fuel savings, implementation challenges and the business case for hydrodynamic retrofits, wind-assisted propulsion, LNG and biomethane, shore power, emissions-data management, onboard carbon capture and nuclear propulsion.

Opening the forum, Jason Stefanatos, Global Decarbonization Director at DNV Maritime, emphasized the continued importance of energy efficiency in shipping’s transition:

“While alternative fuels will play a critical role in decarbonization, improving energy efficiency remains one of the most immediate and commercially attractive opportunities available to shipowners today. The challenge is to understand which solutions deliver measurable value under real operating conditions and how they can be implemented at scale.”

A recurring theme throughout the forum was the need to base investment decisions on measured operational performance rather than theoretical potential.

André Kauffeldt, Principal Engineer at DNV’s Ship Performance Center, presented findings from more than 180 bow-retrofit projects, while Katerina Prifti, HSQE Director/DPA/Vetting at Laskaridis Shipping, shared operational experience from the company’s evaluation of wind-assisted propulsion. The discussions highlighted how fuel savings and payback periods can vary significantly depending on vessel design, operating profile and trading pattern.

The economics of compliance also featured prominently. George Kriezis, Technical Director at Neptune Group of Companies, examined LNG and biomethane as part of long-term decarbonization strategies, highlighting the influence of fuel availability, lifecycle emissions and FuelEU Maritime compliance considerations on investment decisions and fleet economics.

Looking at other decarbonization measures, Lefteris Koukoulopoulos, Regional Decarbonization Specialist at DNV Maritime, discussed the readiness of shore power and the infrastructure challenges that continue to constrain wider adoption. While uptake is increasing in some vessel segments, access to shore-power connections remains limited in many ports.

Trusted and verified emissions data emerged as another key theme. Konstantinos Kordas, Performance Engineer at Navarone S.A., outlined the company’s fleet-level energy-efficiency strategy, while Vasileios Petousis of Seanergy Maritime Holdings, together with Mette Rønning Raabel and Lars Nyflot from DNV Maritime, highlighted the role of verified emissions data in supporting regulatory reporting, performance monitoring and operational decision-making.

The forum also explored technologies that remain at an earlier stage of adoption. Dimitris Koutsaftis, CCS Technical Product Manager at ERMA FIRST, and Chara Georgopoulou, Head of Maritime R&D and Advisory Greece at DNV Maritime, reviewed the opportunities and challenges associated with onboard carbon capture. Closing the event, Professor George Dimopoulos of the National Technical University of Athens examined the conditions under which nuclear propulsion could become relevant for selected shipping applications.

Lefteris Koukoulopoulos said after the forum: “Across the sessions, one conclusion was consistent: maritime decarbonization will not be delivered by a single fuel or technology. For shipowners, the immediate task is to establish an accurate performance baseline, select measures suited to each vessel and trade, test the less mature solutions, and verify results before moving from individual projects to fleet-wide implementation.”

About DNV

We are the independent expert in risk management and quality assurance. Driven by our purpose, to safeguard life, property and the environment, we empower our customers and their stakeholders with facts and reliable insights so that critical decisions can be made with confidence. As a trusted voice for many of the world’s most successful organizations, we use our knowledge to advance safety and performance, set industry benchmarks, and inspire and invent solutions to tackle global transformations.

DNV in the maritime industry

DNV is the world’s leading classification society and a recognized advisor for the maritime industry. We enhance safety, quality, energy efficiency and environmental performance of the global shipping industry – across all vessel types and offshore structures. We invest heavily in research and development to find solutions, together with the industry, that address strategic, operational or regulatory challenges. For more information visit: www.dnv.com/maritime

Το άρθρο DNV’s 2nd Energy Efficiency & Technologies Forum puts operational evidence at the centre of maritime decarbonization εμφανίστηκε πρώτα στο Maritimes.

Since its founding in 2015, PortXL has connected startups and scale-ups with corporate partners, investors and mentors across the maritime, energy, logistics and chemical industries. Over the last ten years, 141 startups have been part of PortXL’s acceleration program, boasting an impressive 76% survival rate. Over €202 million of funding has been raised by its alumni.

“PortXL’s second decade starts with a cohort that reflects where the sector is heading,” says Koen Vogel, Director of PortXL. “Resilience, security and the energy transition are converging in the port and maritime sector, and these startups & scale-ups work right where they meet. Our shared goal over the coming weeks is to turn introductions into tangible value for both our partners and the founders.”

Accelerator program

The 2026 cohort will take part in an accelerator program running in Rotterdam from 6 October to 3 December. The 3 weeks of the program are focused on access to market, access to capital and establishing a network of peers and mentors. During this period, the cohort will come together in Rotterdam for three separate weeks to work with mentors and explore opportunities with our lead program partner Port of Rotterdam Authority and various innovation partners such as the Ministry of Defence and Municipality of Rotterdam.

Additionally, PortXL is proud to welcome a number of new innovation partners to which the startups will be introduced, including Damen and Royal IHC. Together with this industrial network, the ecosystem and knowledge partners, the participating startups and the scale-ups will be taken to the next level in their development, actively contributing to a more sustainable, resilient, and efficient port & maritime industry.

The 2026 PortXL startup and scale-up acceleration program’s cohort consists of:

Maritime & Offshore

Bluefins

BioHalo

Elnav

Marine Weather Intelligence

Shipsonic

Energy & Infrastructure

CLHYNN

Meterspersecond

PointCanvas

Dual Use

Aetherion Defence

Cleardrop

Copsys 

Bluefins (France)

Bluefins has developed a retrofittable auxiliary propulsion system for ships, shaped like a whale’s tail, that reduces fuel consumption by up to 20 percent. The system is designed for all types of ocean-going vessels and targets a return on investment of three to five years.

bluefins-systems.com

BioHalo (Denmark)

BioHalo develops non-PFAS, biodegradable surface-modifying ingredients for coatings, including a biotech-based component for antifouling paint that could not previously be synthesized chemically and requires less energy to produce.

biohalo.io

Elnav (Croatia)

Elnav builds human-in-the-loop maritime AI technology for the moments where onboard systems, procedures and professional judgement have to align, including active watchkeeping support, critical-procedure support and emergency leadership training.

elnav.ai

Marine Weather Intelligence (France)

Marine Weather Intelligence provides weather routing and forecasting for shipping, offshore, heavy transport and towage, and yachts, aimed at reducing fuel use, emissions and operational risk.

marine-weather.com

Shipsonic (The Netherlands)

Shipsonic supplies ultrasonic antifouling technology that uses vibrations to keep ship hulls free of fouling without maintenance or chemicals, and is already in use by shipowners across the Netherlands.

shipsonic.com

CLHYNN (France)

CLHYNN has developed a fuel cell with its own integrated hydrogen source, built without rare metals, other critical raw materials or PFAS, positioned as a new form of decentralized energy.

clhynn.com

Meterspersecond (The Netherlands)

Meterspersecond builds vertical wind turbines with double the energy density of conventional designs, developed as an alternative to diesel generators for powering dockside operations.

meterspersecond.co

PointCanvas (United Kingdom)

PointCanvas turns 3D site scans of complex infrastructure into usable spatial insights within hours instead of weeks, and has already run a pilot in the Scottish oil and gas sector.

pointcanvas.ai

Aetherion Defence (Luxembourg)

Aetherion Defence builds an EU-sovereign distributed radar mesh that detects low-altitude drones around ports, critical infrastructure and defence sites, using distributed sensors to reduce the risk of individual sensor failure.

aetheriondefence.com

Cleardrop (France)

Cleardrop keeps optical sensors clear of rain, snow, salt residue, sand and mud using acoustic waves and a small amount of power, allowing autonomous systems to keep operating in conditions that would otherwise blind them.

cleardrop.tech

Copsys (Canada)

Copsys develops a digital, self-sensing coating for ship hulls and infrastructure that supports antifouling, corrosion detection and proactive maintenance, reducing the need for manual visual inspection.

copsys.ca

For media inquiries, please contact:

• Sebastiaan Berkman, marketing & communications manager
• info@portxl.org
• portxl.org

About PortXL

PortXL is a port and maritime accelerator, based in Rotterdam. Its mission is to accelerate innovative companies in the maritime, energy, logistics and chemical industries. PortXL works with a global network of partners to connect startups and scale-ups with corporate partners, investors and mentors. Alumni of the program have an incredible 76% survival rate. In addition, these alumni have raised over 202M EUR of funding.

www.portxl.org

Το άρθρο PortXL presents its 2026 cohort of 11 maritime startups and scale-ups εμφανίστηκε πρώτα στο Maritimes.

Capes on a High

The Capesize market has emerged as one of the clearest examples of how improved cargo demand, stronger tonne-mile fundamentals and tighter vessel availability can translate into materially better freight earnings and asset values. Based on Signal Ocean data, between 1 January and 25 September 2026, Capesize dry bulk movements reached 1,198.68 million MT across 9,555 voyages, up 4.4% from 1,148.06 million MT and 9,367 voyages during the same period of 2025. Australia remained the dominant loading origin, with volumes rising 3.9% to 658.42 million MT, while Guinea recorded the most significant expansion, increasing 36.9% to 149.88 million MT and overtaking Brazil, where volumes slipped 1.4% to 133.82 million MT. China remained overwhelmingly the main destination, receiving 854.97 million MT, up 5.1% year-on-year, while South Korean imports increased 16.1% to 74.23 million MT.

More importantly for Capesize demand, the increase in cargo volumes was accompanied by stronger tonne-mile generation. Weekly tonne miles averaged 218.31 billion during the 2026 period, 5.3% above the 207.24 billion average recorded in 2025. The rapid expansion of long-haul Guinean bauxite exports towards China has been particularly supportive, increasing sailing distances and vessel utilisation. This stronger demand environment was reflected directly in freight performance. The BCI averaged 4,068 points during 2026, compared with 2,261 points during the corresponding 2025 period, an increase of around 80%, while the index rallied from 3,108 at the beginning of the year to 5,939 by 24 September, having peaked at 6,427 earlier in the month.

The C5TC(182) paints essentially the same picture in earnings terms. Average earnings during the 2026 period were approximately USD 36,900/day, versus around USD 20,500/day during the comparable 2025 period, representing an improvement of almost 80%. The 2026 market briefly approached USD 58,300/day at its early-September peak and remained above USD 52,000/day in late September. By comparison, on 25 September 2025 the C5TC(182) stood at USD 29,636/day. Importantly, the difference is not simply the result of one short-lived rally. Earnings across much of 2026 have operated from a substantially stronger base, reflecting the combination of additional cargo, greater tonne-mile demand and periods of tighter tonnage availability in both Atlantic and Pacific basins.

Unsurprisingly, this improvement has also filtered into the S&P market. In March 2025, the 2010-built Mitsui Capesize Mount Austin, then 15 years old, was sold in the mid-USD 27 million range. By August 2026, the similarly aged 2011-built Imabari vessels Mount Dampier and Orange Tiger were sold at around USD 38 million and USD 37 million respectively, implying an increase of roughly USD 10 million for comparable vintage Japanese tonnage. The same trend is visible among younger vessels: Bulk Ginza, a 2020-built Imabari, changed hands in June 2025 for around USD 64 million, while the 2020-built JMU Lady Deena was rumoured sold in July 2026 at around USD 71 million. Taken together, cargo volumes, tonne miles, freight earnings and secondhand prices all point in the same direction. Capesize fundamentals during 2026 YTD are considerably stronger than during the corresponding period of 2025, and, importantly, the improvement is broad-based across the entire market chain. Increased long-haul demand is supporting utilisation, stronger utilisation is feeding into higher earnings, and improved cash generation and sentiment are being capitalised directly into secondhand asset values.

S&P Activity:

Dry S&P

On the Kamsarmax sector, German buyers acquired the “GCL Hazira” – 82K/2021 NACKS for USD 39 mills basis surveys passed, while the sister vessel “New Wavelet” – 82K/2021 NACKS changed hands for USD 38.4 mills basis delivery Q1 2027 and the “Babitonga” – 82K/2019 Tsuneishi changed hands for USD 38.5 mills.

On the Panamax sector, Chinese buyers acquired the “Good Hope Max” – 77K/2005 Sasebo for USD 12.5 mills. Moving down the sizes, on the Supramax sector, the “YC Aequor” – 57K/2012 Ningbo was sold for high USD 13 mills. Finally, on the Handysize sector, the “CS Calla” – 37K/2011 Tianjin Xingang found new owners for USD 11 mills basis surveys due.

Tanker S&P

The tanker S&P market saw significant activity this week, particularly in the VLCC sector. Clients of ADNOC acquired the “Seaking” – 319K/2013 Hyundai Heavy for USD 177 mills, while the “Olympic Target” – 320K/2011 Hyundai Heavy and the “Olympic Light” – 317K/2011 Hyundai Samho were sold enbloc for USD 300 mills. On the same sector, the “Atherina” – 319K/2011 Hyundai Heavy changed hands for USD 146 mills. On the Suezmax sector, the “Stella” – 165K/2011 Hyundai Samho was sold for USD 83 mills, while Turkish buyers acquired the Aframax “TP Affinity” – 114K/2016 Hyundai Samho for USD 73 mills. The “Eurointegrity” – 105K/2009 Hyundai Heavy was sold for USD 60 mills. On the Panamax/LR1 sector, the “London Star” – 74K/2006 New Century changed hands for USD 21.5 mills basis SS/DD due. On the MRs, the scrubber fitted “Puffin Pacific” – 50K/2020 STX was sold for USD 49 mills, while the “Virgen Del Cisne” – 50K/2009 SPP for USD 25.5 mills. The “Atlantic Crown” – 47K/2007 Hyundai Mipo and the “Ocean Sunrise” – 49K/2006 Iwagi Zosen were sold for USD 19.1 mills and USD 17.5 mills, respectively. Finally, the “Vitality” – 37K/2002 Hyundai Mipo and the “Sunflyte” – 37K/2001 Hyundai Mipo were sold enbloc for USD 17 mills.

Το άρθρο [xclusiv] S&P Report 28th September 2026 εμφανίστηκε πρώτα στο Maritimes.

In September 2006, I took the first steps — slowly, but steadily — towards turning a dream into reality: building my own firm.

Twenty years later, I can say that the dreams I had back then were not nearly as big as what reality eventually brought.

Looking back, I feel deeply grateful.

Grateful to all my colleagues and associates, to our clients, and to the wider maritime community for their trust, support and friendship throughout these years.

A special thank you to KATERINA KONSTANDARA, Christina Chomata and Sarandos Vloyiannitis Vlogianitis, who have stood by my side from day one.

And, above all, my most heartfelt thanks go to my mother and to my late father. Their values, support and inspiration have been a guiding force throughout my entire journey. I carry them with me every day.

Twenty years is an important milestone — but certainly not the destination.

There is still much to build, much to learn, and much more to dream about.

More is yet to come.
Because, “If your dreams do not scare you, they are not big enough.”

Το άρθρο 20 years of Margetis Maritime!!! εμφανίστηκε πρώτα στο Maritimes.

WISTA International has created a new Associate Membership category, broadening opportunities for organisations to join and support the WISTA community.

Devised for companies, institutions and organisations that champion WISTA’s mission but are ineligible to join via a National WISTA Association (NWA), the category offers a new opportunity to support the maritime industry’s leading force for advancing gender diversity and inclusion on a formal basis.

“We are delighted to officially launch the WISTA International Associate Membership,” said WISTA International President, Elpi Petraki. “Over the last few years there has been an increase in interest from organisations that would like to formally support WISTA, but under the current membership structure, there was not always a corporate membership option available, as memberships are managed by individual NWAs.

“Broader collaboration with those sharing our vision is critical when tackling diversity and inclusion, as there is no one size fits all approach. Different countries face different challenges. Our hope is that this new membership level will enhance accessibility to WISTA’s growing international network and strengthen our relationship with partners across the maritime industry.”

Associate Membership is open to entities operating in the maritime, trading, logistics, transport, port, shipping, energy, or related sectors that can demonstrate clear alignment with WISTA’s mission and have an active presence in at least two countries. In line with entitlements for WISTA International’s individual and corporate members, associate member organisations can nominate up to three representatives to participate in NWA activities.

As part of the launch, WISTA International is offering complementary membership until the end of the year to any organisation applying to become an associate member before 31 December, 2026.

Further details on eligibility criteria and the application process can be found on the WISTA International website: https://wistainternational.com/about-wista/associate-membership/

WISTA International: Formed in 1974, the Women’s International Shipping & Trading Association (WISTA International) is a global organisation connecting executives and decision-makers around the world. WISTA International serves as a connector for its network of more than 6,500 professionals from all sectors of the maritime industry.

Today, National WISTA Associations (NWAs) are active in 60 countries, providing in-country and regional networking, business and skill-building opportunities, corporate visibility, and facilitating relationships within the industry. Each NWA is a member of WISTA International, which guides and cooperates with national associations on upholding the values and aims, and achieving the objectives agreed at the international association’s AGM.

www.wistainternational.com

Το άρθρο WISTA International adds Associate Membership to build momentum εμφανίστηκε πρώτα στο Maritimes.

With GVMS deployed consistently across the fleet, Newport can remotely follow critical vessel areas and activities, review operational events and incidents, and support troubleshooting, inspections, training and collaboration between ship and shore.

The solution brings onboard visual information directly into day-to-day fleet management, giving authorised teams a clearer understanding of vessel activity without having to rely solely on reports, calls or information received after an event.

“We are particularly pleased to see forward-looking shipping companies such as Newport recognising how quickly the way vessels are monitored and managed is evolving,” said Thomas Asproudis, Co-Founder, Innovation & Business Development at M2INTELLIGENCE. “New technologies are fundamentally changing the connection between vessel and shore, making information more immediate, visual and actionable. We are very grateful to Newport for their trust in M2INTELLIGENCE and for embracing this change across their fleet.”

For Newport, the fleet-wide deployment delivers three immediate advantages: real-time visual access to vessel operations, faster and better-informed support from shore, and a consistent monitoring environment across the fleet.

At the same time, the GVMS infrastructure creates the foundation for the next stage of operational intelligence through M2AI.

M2Ai builds on the existing visual layer by combining camera information with vessel and operational data. This enables automated detection and real-time alerts, measurable operational and compliance indicators, and fleet-level trends and benchmarking, helping management teams move from simply seeing what is happening to identifying what requires attention.

For M2INTELLIGENCE, the Newport rollout is another important example of how visual technologies are becoming an integral part of modern fleet operations — first by providing greater visibility and connectivity, and increasingly by enabling systems to interpret operational information and support earlier, better-informed decisions.

About M2INTELLIGENCE
M2INTELLIGENCE develops maritime visual intelligence and operational monitoring technology for shipping companies.

Its solutions include GVMS, a platform that provides live and recorded remote visual access across vessels, while M2AI builds directly on this infrastructure to deliver AI-powered monitoring, automated alerts, analytics, operational indicators, trends and fleet benchmarking.

Το άρθρο Newport Completes Fleet-Wide Rollout of M2INTELLIGENCE GVMS Solution εμφανίστηκε πρώτα στο Maritimes.

(25 September 2026) – Marea Scale Models has launched in the UK, bringing its proprietary AI-assisted design process, Ai Refloat, to the European maritime market. The process has been developed to produce highly detailed & accurate, immediately recognisable maritime scale models more efficiently while preserving the hand-finished detail clients expect.

Already used on the company’s first commercial commissions, Ai Refloat addresses a longstanding challenge in maritime model making: reproducing the distinctive features of a full-sized vessel at scale without lengthy manual redesign or unnecessary loss of detail.

Using Ai Refloat, Marea delivered few commercial ship models to an international maritime client within two months. The commissions included container ships, a bulk carriers and crude oil tankers, each individually assembled, detailed, painted and finished by hand to ensure it remained immediately recognisable as the vessel it represented.

Producing an accurate model involves more than reducing a ship’s dimensions. Railings, deck equipment and structural features that are clearly visible on the vessel itself can become too fine, fragile or indistinct when reproduced in miniature.

Model makers have traditionally addressed these problems through extensive manual design work, adapting individual features before manufacture begins and sometimes compromising detail where components become too fine or fragile at scale.

Ai Refloat enables Marea to create more accurate 3D models at the design stage, preserving vessel-specific features while reducing the manual reworking traditionally required before production.

Marea can reproduce details as fine as 30 microns (0.03mm), allowing features that might otherwise be simplified or lost at scale to be retained in the finished model. This greater precision also reduces the need to compromise vessel-specific details as dimensions get smaller.

“Speed on its own is not the point,” said Rezz Ghanty, Creative Director of Marea Scale Models.

“The purpose of the technology is to remove delays from the parts of the process where they add no value, without taking time away from the finish. The model still has to be completed by hand and judged by eye.

“I did not set out to establish another model-making company. I became interested in a problem the industry has lived with for generations: why should making a vessel smaller automatically mean accepting less of what makes it distinctive?

“Every model presents difficult choices. A railing becomes too fragile, a fitting loses definition, or an important structural feature begins to disappear. Ai Refloat allows us to address those problems before production begins rather than correcting them once the model reaches the bench.”

Technology supporting craftsmanship

Ai Refloat is used during the design stage. It does not manufacture, assemble or finish models autonomously.

Once the digital design is approved, Marea’s team assembles, paints, details, finishes and applies weathering by hand.

Marea’s Master Model Maker has more than 30 years of bench experience and oversees the surface treatment and final finish of each commission.

“Technology should not replace skilled people,” Ghanty said. “It should allow them to concentrate on the areas where judgement and experience matter most. Our model makers should be refining a finish, correcting a detail and bringing the character of a vessel into the model rather than repeatedly solving the same technical scaling problems.

“The aim is not to make the craft less important. It is to give our model makers more time to apply it.”

Initial focus on merchant shipping

Marea’s initial work focuses on merchant shipping, including container ships, cargo vessels, bulk carriers, crude and product tankers, and VLCCs.

For technical vessels, accuracy can depend on details that are immediately recognisable to the people who operate them. On tankers and gas carriers, features such as manifold arrangements, deck equipment, pipework and containment systems can be critical to whether a model accurately represents the vessel.

Ghanty explores these challenges in greater detail in a recent article on tanker and gas carrier model making, available on the Marea Scale Models website.

Marea’s work is not limited to large display models. The company also produces smaller-format presentation models made from recycled marine waste material, in limited runs of 10 units, allowing shipping companies to mark newbuild deliveries, naming ceremonies, fleet milestones and other significant moments without committing to larger production quantities.

“For the client, the value lies in recognising the vessel immediately,” Ghanty said. “It is not enough for the model to represent the right class of ship. It has to capture the features that make that particular vessel distinct.

“That is where the details matter. They are what give the vessel its identity.”

“We believe maritime model making has reached a point where technology can support craftsmanship without diminishing it,” Ghanty added.

“Our aim is to give clients a more responsive production process while ensuring that every model remains recognisable as the vessel it was commissioned to represent.”

The launch of Ai Refloat marks the first of several announcements planned by Marea Scale Models this year, including Amaré, a new range of scale models made using plastic recovered from the marine environment.

About Marea Scale Models

Marea Scale Models produces maritime scale models using a combination of AI-assisted digital design and traditional model-making techniques.

Under the leadership of former advertising creative director Rezz Ghanty, the company developed Ai Refloat to create more accurate 3D vessel models at the design stage, helping preserve vessel-specific detail before physical production begins.

Each commission is reviewed digitally before production and completed by hand through assembly, painting, detailing, finishing and weathering.

Marea has completed few commercial ship models for an international maritime client. The commissions included container ships, bulk carriers and crude oil tankers, with completion within two months using Ai Refloat.

The company also produces selected smaller-format models in limited runs of 10 units.

More information: www.mareascalemodels.com

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Dijvler, a Dutch specialist in anchor and mooring winches with nearly 50 years of experience in inland waterway vessels, is expanding into the sea-going vessel segment. The company has acquired the rights, designs, drawings, and certifications of C-Nautical and has developed a new, standardised programme of anchor- and mooring winches for cargo vessels and offshore support vessels. The first orders are expected to be delivered in 2027.

Market gap following supplier exits

Several European suppliers, including C-Nautical, exited the market, in part due to sustained price pressure that drove margins below sustainable levels. The result was a market without viable Dutch or broader European alternatives for high-quality anchor- and mooring winches for sea-going vessels.

Dijvler identified this gap as a logical extension of its existing business. The company has supplied more than 2000 winches to the inland waterway sector since its founding in 1977 and has built a track record on the back of proprietary designs, in-house assembly, while aiming for long-term service relationships.

Standardised programme, ready for production

Over the past two years, Dijvler has reviewed and standardised the C-Nautical design portfolio. The company found the original designs to be of solid engineering quality and updated and integrated them into a coherent new product line. Note that key type approvals have been obtained for the full range of winches. Taken together, this enables the company to move quickly from enquiry to detailed engineering package to production.

The winches are produced at a partner production facility in China, a facility with which Dijvler’s Managing Director Laurens van Gelder has worked for many years. Van Gelder previously served as Managing Director of Damen Anchor & Chain Factory Production in China allows Dijvler to remain price-competitive with Asian suppliers while retaining full control over design, quality assurance, and aftersales support from the Netherlands. In the meantime the production facility in Hardinxveld-Giessendam in the Netherlands offers the opportunity for Made in Europe production.

An added benefit for shipyards building in China is the ability to source from a locally producing supplier while owners and operators retain access to European service support. Payment in local currency simplifies procurement for Chinese yards.

First projects confirmed

Dijvler has re-established contact with a number of former C-Nautical customers and is in discussions with several shipyards, with the first Dijvler winch deliveries anticipated in the near future. In the meantime, several orders have been received from Damen Cargo Vessels and Briese Schiffahrt for deliveries over the next years.

Dijvler’s winches carry type approval from Bureau Veritas and Lloyd’s Register, including Marine Design Appraisal, and are certified to current ATEX directives.

Dijvler’s Owner & Director Laurens van Gelder is proud to see the result of those years of development and investments: “The exits we saw in this market were ultimately the result of a race to the bottom on price. That is not a model that serves customers well. An anchor winch has to perform reliably for decades. That demands a supplier with the financial health and commitment to still be there when service is needed. We have been building winches for nearly fifty years. That continuity is what we are bringing to the sea-going market. Last, a message to former C-Nautical customers: we invite you to contact us if you have any questions about legacy installations, spare parts, service needs, or upgrades.”

Long-term commitment over short-term pricing

Dijvler’s approach to the sea-going market reflects the same philosophy that has underpinned its inland waterway and short sea business, i.e. the company aims for transparency, realistic pricing, and a service network that remains available throughout the operational life of the equipment.

About Dijvler

Dijvler Materiaal B.V. is a Dutch manufacturer and supplier of anchor winches, mooring winches, and related deck equipment, founded in Hardinxveld-Giessendam in 1977.

The company has supplied more than 2,000 winches to the inland waterway and short sea sectors and has expanded into the sea-going vessel segment with a new standardised winch programme.

All Dijvler products are developed in-house and carry third-party certification from Bureau Veritas and Lloyd’s Register. Dijvler assembles and tests equipment to customer specification from its workshop in the Netherlands and provides service support throughout the operational life of its products.

The company is privately owned and managed by Laurens van Gelder.

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