Technology

StormGeo: Moving beyond conventional thinking to holistic voyage planning

Routing is no longer purely a navigational decision – it’s a commercial one, influenced by bunker fuel costs, port dynamics and fluctuating market conditions, according to StormGeo’s Rolf Reksten.

Published

5 months ago

April 27, 2026

Admin

StormGeo: Voyage optimisation falls short without real-time commercial clarity

Digital tools for automated routing have been a game-changer for shipping by enabling shorter voyage times and enhanced fuel efficiency to cut costs and emissions. But, with the complexity of modern shipping, the most profitable route is rarely the shortest one, said StormGeo on Thursday (23 April).

Traditional routing has focused on finding the safest route with the most practical combination of time and distance, and this balancing act is the foundation of voyage optimization, according to StormGeo’s Commercial Lead Routing Rolf Reksten.

But he said: “The shortest route is not necessarily the shortest time – and time is money. In today’s complex operating environment, it is important to take into consideration the whole picture to achieve the right voyage outcome.”

Routing is no longer purely a navigational decision – it’s a commercial one, influenced by fuel costs, port dynamics and fluctuating market conditions.

Value-focused optimization

Optimal voyage planning therefore depends on being able to properly evaluate a wide range of shifting parameters and adapt effectively to fluctuating conditions during the voyage through assimilation of real-time data, according to Reksten.

“Routing decisions must reflect multiple operational and commercial variables to focus on value, not just distance,” he said.

An industry shift is taking place towards holistic voyage intelligence that integrates weather, vessel performance, and commercial data to manage this complexity and support better, faster and more responsive decision-making at sea.

AI-driven predictive analytics, combined with human expertise, enables operators to evaluate multiple voyage scenarios through a commercial lens and choose the one that delivers maximum value, rather than just minimizing miles.

Complex voyage picture

Voyage routing decisions must consider an expanding set of variables that can have direct commercial implications. Among the primary factors are fuel consumption and costs – with fuel as the largest variable cost that is affected by speed decisions and routing – and weather and ocean conditions that impact speed, fuel burn and safety, as well as leading to potential schedule delays.

Port congestion and arrival timing are also critical as early arrival may lead to idle time waiting at anchor, while late arrival may result in missed laycan/Notice of Readiness windows. In addition, there is cost exposure from carbon pricing and emissions reporting with environmental regulation, as well as canal and transit costs that must be evaluated versus longer alternative routes.

Consequently, small routing decisions can affect fuel costs, ETA, emissions exposure and contractual obligations. “The ETA at the next port is the primary commercial driver – whether it’s a bunkering, load or discharge port. Contractual obligations around those ETAs determine which route options are actually viable,” Reksten said.

Hidden costs can arise when optimizing solely on the basis of distance and fuel efficiency that unintentionally reduce voyage profitability. This can occur, for example, if the shortest route through heavy weather increases fuel consumption and delays arrival; faster transit to port results in days waiting at anchorage; or slower routing to save fuel leads to missing a cargo delivery window, or other time loss relates to the contractual obligations.

Understanding trade-offs

Every routing decision involves operational trade-offs and understanding the total commercial impact is key to balancing these competing objectives for optimal decision-making. This requires transparency around fuel cost and schedule reliability when making decisions on speed versus fuel consumption, and being able to evaluate time savings versus fuel and safety risk when opting for the shortest route over weather avoidance.

Another typical trade-off is early arrival versus just-in-time arrival that has implications for idle time and schedule flexibility. Just-in-time arrivals would optimize port turnarounds and avoid the ‘rush-to-wait’ prevalent in liner trades that results in increased fuel burn from lying at anchorage.

Reksten said though that “shipping is still governed by the concept of first come, first served”, adding: “If we want true just‑in‑time arrivals, we have to solve who pays for the time that’s lost by slow steaming and move away from that mindset.”

Human expertise is key

Balancing operational efficiency with desired financial outcomes requires visibility of the different variables that govern a voyage to ensure profitability, as well as safety and sustainability, according to Reksten.

“The real challenge isn’t choosing a route – it’s having the right information to evaluate all the commercial implications behind that choice,” he said.

Reksten emphasizes the importance of manual inputs – such as client information on crew changes or delays due to supplies – as well as having human experts in the loop to underpin reliable decision-making by accounting for various risks, rather than relying solely on AI automation. This is especially relevant with geopolitical instability that can lead to unpredictable shifts in trading patterns.

“Algorithms can work quickly and do everything right according to how they are trained, but they’re not able to assimilate risk. A human might say: this other route takes six hours longer and burns more fuel, but the risk on that voyage is much smaller – and therefore it’s more sensible,” he explained.

Capturing fleet-wide value

Integrated voyage intelligence offers the opportunity to capture greater fleet-wide value through small improvements in routing decisions that can result in lower overall fuel consumption, reduced emissions and regulatory exposure, improved schedule reliability and less time-loss risk – all of which can add up to substantial financial gains.

Operating a vessel differently to achieve a better net result from the voyage can also offset losses from potential performance claims under charter-party warranties that have become increasingly difficult to recover, according to Reksten.

And he believes that, in an increasingly cost-sensitive industry, operators that align routing decisions with commercial objectives will outperform those who focus solely on operational metrics for voyage optimization.

“Smarter decision-making is the route to more profitable voyages,” Reksten concluded.

Photo credit: StormGeo
Published: 27 April, 2026

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Amogy and LOTTE Fine Chemical to explore ammonia bunkering in South Korea

Under a MoU, both will explore supplying ammonia to vessels equipped with Amogy’s Ammonia-to-Power technology, leveraging LFC’s ammonia terminal at Ulsan Port and ship-bunkering capabilities.

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September 11, 2026

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Amogy, LOTTE Fine Chemical to explore ammonia bunkering in South Korea

Ammonia-to-power solutions provider Amogy and LOTTE Fine Chemical Co Ltd (LFC) on Thursday (10 September) announced the signing of a Memorandum of Understanding (MoU) to jointly advance ammonia-to-hydrogen and ammonia-to-power solutions in South Korea.

Under the MoU, Amogy and LFC will explore collaboration across three priority areas that combine LFC’s ammonia supply and infrastructure capabilities with Amogy’s downstream ammonia cracking and power generation technology.

In hydrogen refuelling infrastructure, LFC would supply green ammonia through its overseas procurement and domestic infrastructure, with Amogy’s ammonia cracking technology converting the ammonia into high-purity hydrogen on-site for use at hydrogen refueling stations.

For distributed ammonia-to-power generation at commercial and community-scale sites, LFC would provide ammonia supply, storage, and logistics, while Amogy would provide its Ammonia-to-Power generation modules, including fuel cell or internal combustion engine configurations.

In marine ammonia bunkering, the companies would explore supplying ammonia to vessels equipped with Amogy’s Ammonia-to-Power technology, leveraging LFC’s ammonia terminal at Ulsan Port and ship-bunkering capabilities.

“As Korea continues to build out its clean ammonia and hydrogen infrastructure, partnerships that connect upstream supply with downstream technology are essential to accelerating deployment,” said Seonghoon Woo, CEO of Amogy.

“LOTTE Fine Chemical’s ammonia infrastructure, paired with our ammonia-to-hydrogen and ammonia-to-power technology, gives us a strong foundation to advance hydrogen refuelling, distributed power, and marine applications across the region.”

“LFC has built the infrastructure to import, store, and supply ammonia safely and at scale, including the world’s first ship-bunkering supply of ammonia,” said Suk Min Hwang, Vice President of Ammonia Business Division at LOTTE Fine Chemical.

“This collaboration with Amogy allows us to extend that infrastructure into new downstream applications, supporting Korea’s transition to a clean ammonia and hydrogen economy.”

LFC has achieved the world’s first commercial import of green ammonia in addition to the world’s first domestic ship-bunkering supply using green ammonia.

Amogy’s proprietary ammonia cracking technology enables the efficient conversion of ammonia into hydrogen, supporting both high-purity hydrogen production and ammonia-to-power generation across stationary, distributed, and marine applications.

Building on the MoU, Amogy and LFC will continue joint evaluation of collaboration opportunities across hydrogen refuelling, distributed power, and marine ammonia bunkering, with further details on project scope and timing to be finalised for execution.

Photo credit: Amogy
Published: 11 September, 2026

Engine

Polaris Shipping orders WinGD engines capable of running on methanol, ethanol

Ability to operate on either fuel gives Polaris Shipping greater flexibility to respond to changes in fuel availability, pricing and regulatory requirements over the vessels’ operating lives.

Published

3 days ago

September 11, 2026

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Polaris Shipping orders WinGD engines capable of running on methanol, ethanol

Swiss marine power company WinGD on Thursday (10 September) said it has won a contract that will give Polaris Shipping true fuel flexibility for its future Newcastlemax fleet with an order of four X72DF-M-1.0 engines that can operate on methanol and ethanol.

The ability to operate on either fuel gives Polaris Shipping greater flexibility to respond to changes in fuel availability, pricing and regulatory requirements over the vessels’ operating lives and is a key benefit of WinGD’s alcohol-fuel engine platform.

The WinGD engines will power four 210,000 DWT Ore carriers being built for Polaris Shipping at Qingdao Beihai Shipbuilding Heavy Industry Co in China, with delivery scheduled for 2031.

Dr. Carmelo Cartalemi, Head of Strategic Marketing, WinGD, said “Shipowners are looking for flexible solutions to help them meet their decarbonisation goals without compromising on reliability, safety or financial stability.

“Our alcohol-fuel engine platform enables ships to operate on either ethanol or methanol, giving shipowners and managers the option to select the fuel that best fits their operational and commercial requirements. With fuel markets and regulations continuing to evolve, that flexibility can be a valuable asset over the lifetime of a vessel.”

The X72DF-M1.0 can run on methanol and ethanol. This provides flexibility between the two fuels, while maintaining compliance with the regulatory requirements applicable to both fuels.

WinGD will also provide dedicated service and lifecycle support for the new alcohol fuels, helping shipowners and operators build familiarity with the technology, optimise operation and maintenance, and adopt methanol and ethanol propulsion in a safe and economically sustainable way

Polaris Shipping, said: “Fuel availability and economics will continue to evolve over the lifetime of these vessels. Selecting an engine platform that gives us access to both methanol and ethanol means we can provide to our charter a greater choice in how the ships are operated in the future, rather than having to predict today which fuel will be most competitive in the years ahead.

“We’re investing for the long-term, and this engine choice gives us the confidence to do that.”

The order adds to WinGD orderbook of alternative fuel engine technology, which now spans LNG, methanol, ethanol and ammonia. Beihai Shipyard is also working with WinGD on the installation of its ammonia-fuelled engine for CMB TECH’s newbuild 210,000 dwt dry bulk carriers.

Photo credit: WinGD
Published: 11 September, 2026

Technology

Singapore: MPA working with industry on next phase of digital bunkering, says Deputy CE

‘We are now working with industry on the next phase, trialling capabilities to further strengthen the integrity and quality of bunker data shared between stakeholders and MPA,’ says David Foo.

Published

4 days ago

September 10, 2026

Admin

MPA’s Deputy Chief Executive (Ops & Tech), Mr David Foo

Editor’s Note [11 September 2026]: Photo has been updated.

Secure systems, trusted data and reliable digital services are becoming as important to maritime operations as physical infrastructure, said Mr David Foo, Deputy Chief Executive (Operations & Technology), Maritime and Port Authority of Singapore (MPA), on Thursday (10 September).

In his opening keynote speech at APPEC 2026 Shipping And Bunker Conference, Foo said OCEANS-X, Digital Bunkering and the Maritime Digital Twin are enabling trusted data sharing, better operational planning and the testing of new digital solutions.

Foo said since 2025, digital bunkering has strengthened the efficiency and transparency of bunker operations.

“We are now working with industry on the next phase, trialling capabilities to further strengthen the integrity and quality of bunker data shared between stakeholders and MPA.” he said.

He also said MPA is taking a forward-looking approach to the energy transition.

“Over the coming decades, we are likely to see the most diverse marine fuel mix in shipping’s history. There may not be a single fuel of the future.”

“Our role as a global bunkering hub is therefore not to determine which fuel will prevail. Our role is to ensure that whichever fuels the industry adopts, Singapore is ready – with the infrastructure, standards and operational capabilities to support them.”

Foo said MPA is making concrete progress across the major alternative fuel pathways with the issuance of methanol bunkering licences and the commencement of methanol bunkering operations.

“For ammonia, we are developing the regulatory and operational frameworks needed to support future commercial deployment. We are also facilitating greater use of sustainable biofuels,” he said.

At the same time, MPA continues to expand its LNG bunkering ecosystem, with additional licences issued this year.

“This will broaden supply options as more LNG-fuelled vessels enter the global fleet. We have also just updated our LNG standards, while maintaining the high standards of safety and reliability that underpin Singapore’s reputation as a trusted bunkering hub,” Foo added.