**MariLight2** is aimed at transforming shipbuilding and marine fabrication sectors in the UK, developing and demonstrating **Smart Design** and **Large Scale Additive Manufacturing (LSAM)** technologies that will revolutionise the traditional design and build process. MarilLight, the CMDC2 feasibility project, concluded that topology optimisation could reduce the weight of ship structural components by up to 48% with no impact on performance, and widespread application of these applications could **reduce the the total weight of a typical steel ship by 13%**, with the associated through-life fuel and emission reductions The Malin Group, Caley Ocean Systems, and BAE will showcase its efficacy in a low-risk, pre-production environment through functional component testing. Backed by a consortium of 8 partners and a select Steering Group, the project ensures that outcomes remain pertinent and aligned with industry demands while expediting certification and qualification for a sustainable, data-led, and digitally enabled large-scale manufacturing trajectory. Upon successful completion, **MariLight2** is expected to inject £300M into the UK economy, generate over 100 jobs directly, and create indirect employment opportunities for 5,000 individuals nationwide before 2030\. Anticipated deliverables include 50% production productivity improvements, reliability, and export potential for large-scale manufacturing, and operational cost reductions---such as delay and manual handling---by up to 90%. The innovative thrust of **MariLight2** lies in its comprehensive approach. By integrating circular design principles and leveraging data-rich, automated production, it optimises manufacturing processes. Combined with LSAM methodologies, this results in streamlined, localised, and flexible production pathways. The incorporation of digital product passports delivers a cradle-to-grave traceability approach, enhancing end-of-life strategies and minimising waste. **MariLight2** is set to significantly reduce steel usage in manufacturing, with like-for-like reduction of 31% facilitating potential annual savings of 14 million tonnes in global shipbuilding. It will counterbalance an estimated 12 million tonnes of CO2e, in line with the UK's 2050 net-zero target. The **MariLight2** methodology is expected to curb scrap production by 25%, shrink manufacturing emissions by 37%, and enable 90% of parts to have circular opportunities. Through data traceability, integrated manufacturing pathways, and digital product passports, it aims to augment productivity by 50% and boost reliability by 60%. With key end-users such as Malin, Caley Ocean Systems, and BAE Systems, supported by a diverse consortium of specialists, **MariLight2** meets the industry's call for innovation head-on. It not only aligns with Maritime UK National Priorities, but also the broader global sustainable development agenda, marking it as a **genuinely transformative endeavour**.

TAIBOM (Trusted AI Bill of Materials) addresses two fundamental challenges that impact the development and deployment of trustworthy AI systems. * **Versioning**: How do we refer to an AI system in a stable way. How do we produce an AI inventory of dependent components? How can we use these references to make statements about a systems trustworthiness or its legal standing? Fundamentally, when we make a claim of trustworthiness, how can be be sure what we are talking about, and how can we be sure its behaviour has not changed? * **Attestations**: How do we make attestations of trustworthiness about an AI. Whether these claims are about bias, security, right through to the strong legal contractual assertions: how do we make these claims in an interoperable way? How can we assemble the claims from the dependent parts (compositionality)? How to we reason about or validate these claims, factoring in context of use and subjectivity? An AI system is essentially a highly complex software system. It inherits the complexity of software system management. But this problem is made worse by the fact that the AI system behaviour is further determined by up to 1 trillion parameters (e.g. ChatGPT 4). The state of the art for "trustworthy software" development is the SBOM - Software Bill or Materials, recently enacted into US and EU law. SBOMs provide the tools to describe the complex dependencies of software components; but has not been designed for AI. TAIBOM builds on this work. CISA itself have stated that this is essential work to progress. It will take current industry best practice (CycloneDX/SPDX) and adapt and extend this work to make it fit for purpose to describe the full complexity of an AI system. This work will explicitly manifest the dependencies on training data, training TAIBOM creates a standardised ecosystem for describing the nuanced composition of AI systems (versioning), and making contextualised but precise claims about the trustworthiness (attestations) of the system, and its components. Our approach is dual strand: * Develop the commercial tools for managing AI system lifecycle * Develop/refine the interoperable, international, standards that ensure this technology is created in a broad ecosystem. This work builds on the existing state of the art in the standards space (SBOM and W3C Verifiable Credentials), and applies it to the complex AI system problem. The project is led by a consortium security and AI experts

The International Maritime Organisation's (IMO) Greenhouse Gas study highlighted that maritime transportation emits around 940 million tonnes of CO2 annually and is responsible for around 2.5% of global greenhouse gas. Without action it is projected to increase between 50% and 250% by 2050\. With the ever-increasing global focus on sustainability and decarbonisation, the IMO targets a 50% reduction in emissions by 2050\. In parallel, marine authorities are mandating greener drive solutions, especially in closed areas such as marinas and city waterways. Technology has a key role to play in achieving an aggressive reduction in CO2, however, the industry must evolve to adapt new technologies that increase sustainability. This is especially true for technologies that have been developed and demonstrated in other industries already, such as the automotive and motorsport sectors. The CHAMP 2 (Clean Hybrid Alternative Marine Powertrain) project seeks to demonstrate the benefits that can be realised through clean marine propulsion systems, whilst also validating and streamlining the digital workflow used to develop them. This will allow for alternative configurations to be identified and applied in a rapid and de-risked way, and in turn to assist in catalysing the clean-up of the maritime sector. Additionally, the project will address the standardisation of supply chain input and evaluate the skills and capability gaps that need to be resolved for successful delivery.

The marine transport industry contributes towards 940m tonnes of CO2 emission annually(2.5% of the global greenhouse emissions). The International Maritime Organisation (IMO) is committed to reducing emissions from international shipping and is working to phase them out. Its initial strategy identifies technological innovation as integral to achieving the overall ambition, whilst introducing rules requiring ships to be designed and built in an energy-efficient fashion, measured by the [Energy Efficiency Design Index][0] (EEDI). In the UK there is considerable emphasis on reducing emissions to reach greener maritime transport solutions, with the stated target of decarbonising all sectors to achieve 'net zero' by 2050\. This will be accomplished by progress in many aspects of design and operation, but the starting point will be **minimising ship weight and power demand**, **improving underlying vessel efficiency** so that new propulsion technologies will have the most significant impact. From a practical perspective, it is critical to address inefficiencies in existing design and manufacturing processes that prevent industry growth, making best use of Industry 4.0 developments to increase process automation, improve quality, reduce manual activity, and enhance working conditions. The MariLight project will achieve this, providing the marine industry with initial steps to move from conventional, manual fabrication that requires labour-intensive work, to an automated and flexible manufacturing route, with potential to deliver complex designs through **topology optimisation design and Large-scale Additive Manufacturing (LSAM).** Expected benefits include: \***13% vessel weight saving,** \***global fleet savings of 7.7m tonnes of steel,** \***90% manufacturing lead time reduction,** \***60% production fuel/energy savings,** \***20% reduction in production time.** This feasibility study will demonstrate a transformative design and manufacturing process route that reduces current shipbuilding manufacturing environmental impact by **60%, providing \>10% emission savings throughout a standard 30-year service life.** Led by **Malin Group**, MariLight will generate a robust Business Case, detailing features such as lightweighting, CO2 reduction, and cost benefits to inform not only the marine industry, but also other industry sectors. This will be achieved by introducing topology-optimised design and regulatory frameworks to produce **lighter shipbuilding components** utilising LSAM techniques. The extensive expertise from the consortium also composed of **Altair Engineering, BAE Systems, Lloyd's Register, and the National Manufacturing Institute Scotland (NMIS)**, the project will permit achieving reliable outcomes that can be exploited by different markets (e.g., automotive, Oil & Gas), providing the UK with opportunities to be more competitive and diversified, whilst creating jobs in highly skilled areas. [0]: https://www.imo.org/en/OurWork/Environment/Pages/Technical-and-Operational-Measures.aspx

This proposal, submitted by a team comprising BAE Systems, Cory and Wight Shipyard under the Innovate UK Clean Maritime Demonstration Competition (Strand 1) is an initial feasibility study that will inform and de-risk the development and future operation of a fleet of up to 25 autonomous, self-propelled barges, powered by energy-from-waste generated by a waste processing plant in Belvedere, Kent. The study will assess the potential to extend the resulting shore-side charging infrastructure to provide a service to third party river users. This will reduce the barriers to entry for operators considering the transition away from fossil fuels and accelerating the decarbonisation of the wider Thames ecosystem to help achieve the government's 2050 net zero greenhouse gas target. This feasibility study will address the technical, operational and regulatory issues facing future low carbon marine traffic on the River Thames, where the complex city environment makes shore-side charging infrastructure a particular barrier, and where the tidal nature of the river brings additional complexity to vessel energy profiles. The study will cover an appraisal of various system options before outlining a detailed implementation roadmap. The project will focus on the integration of existing technologies where possible, but identify technology gaps and proposed solutions, together with how and when these will be embodied into the exploitation roadmap. We recognise that some technologies are currently less mature than others and the roadmap will articulate how these technologies can transition into the solution over time as technical maturity and regulatory appetite dictates. The key success criteria for the feasibility study will be the development of an exploitation roadmap that will lay the foundations for a concrete commercial deployment, and a fully costed plan for the next phase, which is a single vessel demonstration and evaluation system. The anticipated well-to-wake greenhouse gas reduction for the Cory implementation is 54,765 tonnes of CO2 based on the replacement of marine diesel with energy-from-waste over a 15 year operational lifetime. Extension of these concepts across other Thames operators facilitated by shore-side infrastructure as a service could increase this to 200,000 tonnes in the same timeframe.

BAE Systems, Maritime Services are working in collaboration with James Fisher Mimic, James Fisher Shipping, Fugro Geo, OSIsoft and Southampton University on a jointly funded project, with support from Innovate UK, to develop a holistic solution to assist the global shipping operators in understanding the tradeoff space for optimising fuel and energy consumption across their fleet. This includes deriving new insights into operational efficiency through complex data analytics; integrating disparate data sources through exploiting leading edge positioning; generator energy management; dynamic ship energy performance profiling and condition monitoring technology linked to prognostics. This innovative approach and capability will help ship operators to visualise and trade off many key factors that drive operational efficiency in future, which will help operators to drive down operational costs. Part of this work is to investigate how to establish a global standard for optimisation technologies, to encourage interoperability and leading edge solutions to meet a growing demand for ship optimisation measures.

Ecospeed Marine, Blue Bear, BAE Systems Naval ships and Gardline are collaborating to develop a novel Safe Intelligent Launch and Recovery Solution (SILARS). The project will combine Ecospeed’s expertise in hydrodynamics, platform control and propulsion with Blue Bear’s autonomous vehicles capabilities and BAE Systems Naval Ships expertise in safe launch and recovery of off-board assets, while Gardline will contribute its extensive work boat experience.