Infrastructure and Robotics

SMART-HATCHERYintends to increase the profitability fish farmers by reducing the costs of feeding processes in weaning stages while improving the quality of the feed and rearing water and offering a high-quality and safe seafood, with the best organoleptic and nutritional values. 

The primary objective of the project is to innovate and alter the current feeding procedures in aquaculture hatcheries for marine fish and shrimp species by showcasing the advantages of using:

1) smartFEEsh: Centralised smart feeders based in innovative digital technologies, such as Cloud technologies, Internet of Things (IoT) and Artificial Intelligence which radically increase the co-feeding efficiency, reduce the wastes while increasing the quality of the water, reduce the stress level and susceptibility to disease and thus improve the welfare of the species.

2) WINFEEDS: A new generation of dry microdiets resulting from nutritional knowledge (premium quality ingredients that fulfil larvae nutritional requirements) and cutting–edge technologies (cold-extrusion and encapsulation – using pharmaceutical expertise), while have low leaching and high water stability, leading to maximal larval performance and welfare.

Main goals

SMART-HATCHERY will enable a change in the current feeding practices in hatcheries in finfish aquaculture, using innovative process automation and ICTs (information and communication technologies) to increase feeding efficiency, improve animal welfare, ensure quality and safety of aquaculture products, and will consequently be a key contributor to the sustainability of commercial finfish aquaculture operations. It aims to:

1) increase production to reduce dependence on external markets,

2) promote the diversification of production by incorporating new species and new processed and added value products,

3) contribute to the creation of improved sustainable aquaculture systems,

4) improve professional skills and competences, and,

5) improve social perception and acceptability of the European aquaculture products.

The project received EU funding amounting to EUR 474 808.

Integrating digital technologies in maritime sectors

Distributed ledger/blockchain. Distributed ledger (DL) technologies promote security and traceability between multiple actors across a maritime value chain. DL or blockchain applications in blue economy sectors may lead to significant gains, for example in terms of improving efficiency in maritime insurance, reducing the time and effort taken to interact with customs authorities through the use of digital bills, or lading and improving traceability through container tracing.

Cybersecurity. Because of the maritime shipping sector’s long asset lifecycle, legacy systems are rife, especially aboard vessels. Increasing connectivity with shore-side systems is potentially exposing operators to malicious attacks. Such vulnerabilities and a number of occurrences of cyber-attacks have highlighted the need for both IT and OT (Operational Technology) cybersecurity innovations. 

Augmented Reality. Innovations in augmented and virtual reality have been applied in various blue economy sectors, for instance to improve the efficiency and effectiveness of inspections and maintenance of vessels, and to improve training outcomes. 

The abovementioned software innovations are often combined into integrated digital solutions. For example, the Horizon Europe-funded project Smart Maritime And Underwater Guardian (SMAUG) uses an integrated system of digital applications and data analytics to detect underwater threats in ports. This includes: i) acoustic detection using hydrophones and artificial intelligence to interpret underwater sounds; ii) scanning of ships hulls and harbour floor with sonar technology, iii) detection of objects in turbid water using high-resolution sonar inspection, and iv) deployment of multiple autonomous underwater vehicles for performing collective tasks using coordination software.

The marine sensors market is a rapidly evolving industry driven by advancements in dual-use technology and increasing demand for enhanced navigation, surveillance, and communication systems, with applications spanning from maritime security and defence to offshore energy, environmental monitoring, and commercial shipping. Examples include radars, sonars, monitoring buoys and sensors for underwater and coastal surveillance. 

The application of robotics in the maritime sector has grown significantly in the past few years. Initially, robotics helped to improve safety in dangerous tasks such as underwater inspection, survey or mine countermeasures. As the technology evolved, novel applications emerged in shipping, logistics, security, search and rescue operations, meteorology and oceanographic monitoring. The maritime robotics sector tends to be categorised by the plane where the platform operates: i.e. on the sea surface, sub-surface or above the surface. However, multi-modal systems that deploy robots across multiple planes are becoming increasingly common. 

The main market segments in the EU for maritime robotics are as follows:

Maritime Autonomous Ship Systems (MASS). To date, MASS manufacturers have focussed on platforms of less than 24 metres, largely due to the issues of compliance with national or international regulations that apply to longer vessels. Such regulation is often cited as a significant barrier to commercialisation of MASS technology. However, regulatory progress is being made both at the international (International Maritime Organization - IMO) and national levels, with interim guidelines for trials of MASS and mechanisms to apply exemptions for certain MASS classes and use-cases. This progress, alongside the maturity of the technology, has enabled the development of significantly larger MASS that will initially be operated as manned vessels but that are designed to be also operated as un-crewed, unmanned, remotely operated or even fully autonomous vessels. In the price-sensitive maritime logistics sector, these developments are likely to find initial application in coastal or short-sea shipping. For longer range unmanned operation, further developments are underway to simplify the maintenance and communication issues. 

Underwater Vehicles. Tethered remotely operated vehicles (ROVs) have long been used in oil and gas and renewables for inspection and maintenance tasks on offshore assets. These are increasingly being developed as un-tethered vehicles with the view to developing machines capable of long-term residency in offshore sites. These machines can autonomously undertake routine tasks, reducing the workload and therefore increasing the operational window for the more complex tasks that require human intervention. Other underwater autonomous vehicles (UAVs) are being developed for long-endurance, deep water or under-ice data collection, and are especially valuable in advancing our understanding of global warming. The offshore oil and gas sector relies heavily on ROVs for various tasks, including pipeline inspection, wellhead maintenance, and subsea equipment installation and retrieval. Other applications include defence and security, scientific research, and commercial exploration, among others. For example, in December 2023, the French Defence Procurement Agency (DGA) awarded a contract to develop an unmanned mini-submarine for combat.

Aerial Drones. Maritime uses for aerial drones are largely similar to terrestrial applications, and include tasks such as aerial survey, surveillance and security. However, there are also maritime-specific uses, such as search and rescue, lifting people out of the water, delivering floatation devices, inspection of ships or offshore turbine blades, delivering spare parts and bunker sampling. 

Multi-model Autonomy. Platforms are increasingly being developed to work as swarms and across the sub-surface, surface and aerial environments. MASS that can launch UAVs and aerial drones, acting as mother ship and communications hubs to maximise effectiveness and efficiency of operation. Advances in this area are being increasingly driven by requirements from the defence and offshore energy sectors. 

The rapid development of robotics technology and its growing application of autonomous vehicles in the maritime sector requires guidelines to regulate traffic monitoring, management, communication and control. For this purpose, in October 2020 the Commission released the EU Operational Guidelines on trials of Maritime Autonomous Surface Ships (MASS). Resulting from a joint effort between EU Member States maritime authorities, industry stakeholders, the European Maritime Safety Agency (EMSA) and the MASS expert group chaired by the European Commission, the Guidelines aim to protect safety and security at sea and of the marine and coastal environment.

Subsea cables

Submarine cable networks are essential infrastructure that forms the backbone of digital communication and power transmission within the EU and globally. As of February 2025, there were approximately 570 active subsea cables across the world, and additional 81 cable systems planned. The total length of submarine cables is estimated in nearly 1.5 million kilometres, equivalent to approximately 37 times the equator. The global network of subsea cables is evolving constantly. Cables have a typical lifespan of 25 years. Obsolete, technologically outdated or economically inefficient cables are repurposed or decommissioned and replaced by newer, more advanced ones. There are broadly two categories of subsea cables: communications and power cables (Figures 1 and 3). The EU largely depends on submarine communication cables for digital connectivity and energy supply.

Subsea power cables: The increasing exploitation of offshore renewable energy sources requires subsea power cables to transmit wind, wave, and tidal energy to land. The diameter of submarine power cables can vary significantly, ranging from approximately 70mm to over 210mm. These cables are available in two main types: Alternating Current (AC) or High Voltage Alternating Current (HVAC), and High Voltage Direct Current (HVDC), catering to different power transmission requirements and applications. AC cables are often the most cost-effective option for route lengths of less than 80km. In contrast, direct current (DC) technology is better suited for longer distances, as it can transmit power over greater lengths without significant loss.

Subsea communications cables: Subsea communications cables carry approximately 99% of inter-continental internet traffic. State-of-the-art submarine communications cables use optical fibres to transmit data using laser technology. Fiber-optic cables are encased in multiple layers of protective material, typically including plastic and occasionally steel wire, to ensure their durability and performance. Receptors at landing stations connect the data as light signals with the onshore internet infrastructure. These landing stations are often strategically located at coastal areas, often within port facilities.

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In the past decade, internet content providers have become the dominant users of subsea telecommunication cables capacity. Having recognised that any disruption or constraint to data flow have major impacts on their business, major internet content providers – such as Google, Meta, Microsoft and Amazon – invested in new submarine cable systems and became owners of their data network infrastructure. 

Demand for increased speed and capacity continues to grow and several subsea cable projects serving Europe are due to complete in 2025. These include the Medusa cable, the largest (7 100 km) submarine fiber-optic cable project running along the Mediterranean linking Egypt to Portugal, with multiple spurs to European and North African countries, which is due for completion at the end of 2025[2]. This project received a grant contribution from the EU’s Neighbourhood Investment Platform and debt finance from the European Investment Bank (EIB). The 6^th iteration of the SEA-ME-WE cable linking East Asia and Europe is also due to complete in 2025 with greatly increased capacity and speeds.

The world’s largest submarine cable, 2Africa, runs for 45 000 km, circumnavigating Africa to connect 46 landing points across 33 countries. While the project focuses on delivering connectivity to Africa, it is also an important new route for European markets, landing in Greece, France, Spain, Italy, and Portugal. As of March 2024, consortium members reported separate landings in Ghana, Nigeria and Portugal for the cable, which is due to offer capacity of up to 180 terabits per second (Tbps).

Many European citizens remain constrained by the extent of their digital connectivity. There is limited fibre coverage (56% of all households, 41% of households in rural areas in 2022) and delays in the deployment of 5G standalone networks in the EU. By comparison, Japan and South Korea each reached 99.7%, due to clear strategies in favour of fibre[4].

The future competitiveness of all sectors of Europe’s economy depends on these advanced digital network infrastructures and services, as they form the basis for economic growth. Improving Europe's connectivity infrastructure is fundamental for achieving Europe's 2030 Digital Decade objectives to connect all citizens and business with 5G and gigabit connectivity.

In October 2024, the European Commission adopted the second Work Programme for the digital part of the Connecting Europe Facility (CEF) Digital, which defines the scope and objectives of EU-funded actions to improve Europe's digital connectivity infrastructures. CEF Digital aims to increase the capacity, security, and resilience of digital backbone networks, in particular submarine cables. These actions will receive around EUR 865 million of funding from 2024 to 2027. The new CEF Digital Work Programme will support actions in:

• The deployment of 5G infrastructures in Europe;
• The deployment and significant upgrade of backbone networks;
• The deployment of operational digital platforms for transport or energy infrastructures, by optimising the energy use of information and communication technology (ICT) and reducing its environmental impact.

The EU has approximately 32 210 km of offshore pipelines, operated by 18 Member States. France operates 21.4% of EU offshore pipelines (6 882 km), followed by Spain (4 722 km), Italy (3 983 km), and Romania (3 121 km). The remaining Member States operate nearly 42% of the pipelines (Figure 2).

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Increased EU autonomy in gas supply has become a greater priority since the Russian invasion of Ukraine. With the objective to enhance EU’s energy supply security, the supply of gas from Russia to Europe via subsea pipelines approximately halved in 2023 from the previous year. To balance supply, new liquefied natural gas (LNG) infrastructure was commissioned, increasing the regasification capacity of Germany, the Netherlands and Finland.

Europe’s Green Energy transition will ultimately mean a shift away from traditional oil and gas pipelines. Many will be repurposed in the long-term. New pipelines will be required for the supply of decarbonised gas and the movement of CO₂ for storage. Some of these specialised pipelines could originate from the retrofitting of existing gas networks. Approximately 70% of the current offshore pipeline network has the potential to be repurposed for CO₂ transportation, as a significant portion of the longer pipelines are already strategically located to connect ports with CO₂ storage sites, making them suitable for this new application. Furthermore, the development of Europe’s hydrogen economy will inevitably lead to the need for new infrastructure designed for hydrogen, including subsea pipelines. The potential for reusing existing offshore pipelines for hydrogen transportation varies widely, ranging from 2% to 25% according to observers, depending on demand and supply-side factors.

Since its start, CEF Energy has funded 149 actions contributing to the improvement of 107 Projects of Common Interest (PCIs) with a total financial support of EUR 4.7 billion. So far, 96 actions have been successfully completed and 48 actions are ongoing (Figure 3). 

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Trends and drivers

Digitalisation: Digitalisation and automation are driving significant change in the Blue Economy and pose particular challenges: high-value, long lifespan assets, with a reliance on bespoke legacy systems, often from niche providers. Emerging technologies– including automation and robotics, big data analytics and AI, blockchain, internet of things and sensor technologies – are also having a significant impact.

Innovation: Pressure from increasing fuel prices, decarbonisation targets, competition, regulatory requirements and the effects of the COVID-19 pandemic have led to a drive from maritime companies to improve compliance, streamline operations and reduce costs and delays. These factors driven innovation across all blue economy sectors. For example, the EU has been particularly effective at developing port innovation ecosystems to improve efficiency, competitiveness and resilience. European ports have played a significant and successful role in hosting and developing innovation ecosystems, to develop and deploy new maritime software products.

Notable European port innovation ecosystems include: 

• Algeciras – Innovation journey
• Antwerp Smart Port
• Barcelona (BCN Port Innovation)
• Bilbao (Portlab)
• Cologne (Innovation Harbour)
• Gothenburg (Digitalised Port)
• Hamburg (Digital Hub Logistics)
• Rotterdam
• Valencia (Valenciaport Foundation)

To give another example of regulatory-driven innovation,The measures introduced by the IMO to reach net-zero greenhouse gas emissions by 2050 and those introduced in the EU with the European Green Deal – which sets even more ambitious emission-reduction targets – are driving further maritime hardware innovation in:

• Novel propulsion systems, including the development of more efficient propellers, retractable sails, or wings, and deployable kites, all capable of being retro-fitted to existing vessels;
• Alternative fuels, with R&D primarily centred around ammonia and hydrogen;
• Micro-bubble systems to reduce friction, drag reduction and improve vessel efficiency; and
• Scrubbers on vessel exhausts to prevent harmful particulates reaching the atmosphere. 

Testing: Software solutions tend to get market uptake sooner than equipment-oriented ones, as they are easier to test and install than hard or mixed innovations that require proximity to maritime- or port-specific areas and engineering firms capable of prototyping and testing. Therefore, maritime clusters, incubators, and accelerators for maritime tech that requires testing on ships or maritime logistics installations are also important for driving maritime innovation. The top 5 EU ports for number of accelerators are Barcelona (25), Lisbon (20), Amsterdam (19), Copenhagen (10) and Tallinn (9). 

Connectivity: Adoption of these technologies is being enabled by the continuing roll-out of high-speed maritime connectivity, via VSAT and new low-Earth orbit satellite constellations, making the exchange of large volumes of real-time operational data both technically feasible and commercially viable. This has led to a proliferation in software and software/hardware products, both from established maritime companies that have adopted new technologies and tech start-ups launching products focused on the maritime sector. 

There has been substantial European funding for maritime innovations and R&D. Of the over EUR 100 billion the EU has contributed to Horizon and H2020 projects since 2015, EUR 241.4 million has been for projects with “maritime” in the title. With this infrastructure and research support, the EU is performing strongly in this sector. According to a recent report, in 2023 the EU had the largest number of innovative maritime companies (48), followed by the US (29), and the UK (23). In terms of company category, EU companies were relatively evenly represented across start-ups / scale-ups, SMEs, corporate, non-profit / government categories (Table 2).

EU research and development funding is driving innovation and sustainability in the autonomous ship market. Examples of EU-funded projects include:

• Maritime Unmanned Navigation through Intelligence in Networks (MUNIN): with an EU contribution of EUR 2.9 million, the project aimed to develop a technical concept for the operation of an unmanned merchant vessel and assesses its technical, economic and legal feasibility.
• Autonomous Shipping Initiative for European Waters (AUTOSHIP): with an EU contribution of EUR 20 million, the project aimed to develop and test two autonomous prototype vessels for short-sea shipping.
• EUROpean Goal based mUlti mission Autonomous naval Reference platform Development (EUROGUARD): with an EU contribution of EUR 65 million from the European Defence Fund (EDF), the project aims to develop a modular and semi-autonomous surface vessel (MSAS) platform equipped with a remote-control system, aiming to strengthen sea defence capabilities across the continent.

Security: In recent weeks and months, submarine cables incidents have threatened to severely disrupt essential functions and services in the EU. While most of these incidents are accidental, resulting from activities such as anchoring and fishing, or caused by natural phenomena like underwater earthquakes, some are attributed to intentional acts of sabotage, espionage or other malicious activities, highlighting the vulnerability of these important infrastructure networks. Security and resilience of submarine cable infrastructure were addressed in a 2024 Recommendation on the security and resilience of submarine cable infrastructures, as well as in a White Paper on 'How to master Europe's digital infrastructure needs'. To deliver on the Recommendation, the Commission established an Expert Group, composed of Member State authorities and the EU Agency for Cybersecurity (ENISA). As a result, in February 2025, the Commission introduced a range of measures to bolster the resilience of this critical infrastructure, addressing prevention, detection, response, recovery, and deterrence. The EUR 8 billion investment package will fund projects such as the Baltic Synchronisation (EUR 1.23 billion), the Great Sea Interconnector (EUR 658 million), Bornholm Energy Island (EUR 645 million), the Biscay Bay Interconnector (EUR 578 million), and the Celtic Interconnector (EUR 531 million).

For more information visit the section on Maritime Infrastructure and Robotics within the EU Blue Economy Observatory.