Talk to the people who built it.

Neural Drift is a maritime software company that builds GE6, a voyage-intelligence engine for ship operators, managers and charterers. GE6 plans the voyage before departure, keeps watch while the ship is at sea and analyses performance after arrival, so ship and shore work from the same numbers. Neural Drift is the brand of NEURALDRIFT PRIVATE LIMITED, a private limited company registered in Chennai, India.

Write it as “Neural Drift”, in two words. The registered legal name is NEURALDRIFT PRIVATE LIMITED, the logo wordmark is “neuraldrift” in lowercase, and the website is neuraldrifts.com. Neural Drift does not operate neuraldrift.com.

Yes. NEURALDRIFT PRIVATE LIMITED is a private limited company incorporated in India in 2026 under Corporate Identity Number (CIN) U62099TN2026PTC198695. Its registered office is WeWork Olympia Cyberspace, No 21/22, Alandur Road, Arulayiammanpet, 2nd Street, Guindy, Chennai 600032.

Neural Drift’s registered office is in Guindy, Chennai, India, where GE6 is engineered. The company operates across India, Malaysia and Singapore.

GE6 is engineered by seafarers: marine engineers who have stood engine-room watches on tankers. Every screen is held to the standard of the bridge and the engine room.

No. Neural Drift is a software company. It does not provide hull cleaning, underwater inspection, diving or any other on-site marine service.

Email fleet@neuraldrifts.com or message +91 73975 20405 on WhatsApp. Neural Drift is also on LinkedIn at linkedin.com/company/143972936.

GE6 is Neural Drift’s voyage-intelligence engine. It brings three services into one loop: Voyage Optimization before departure, Live Watchkeeper while the ship is at sea, and Voyage Analysis after arrival. Every completed voyage informs the next plan.

Voyage Optimization compares route options before departure and recommends a course. For each option it weighs weather, waves, ocean currents, emission control areas, fuel needed by grade and the arrival time, so the operator can choose the voyage that meets the schedule on the least fuel.

Live Watchkeeper keeps watch on a voyage while the ship is at sea. It tracks the ship against its plan, refreshes the picture four times a day, flags changes in weather and performance, and advises when a speed change or re-route would protect the arrival time or save fuel.

Voyage Analysis measures how the ship actually performed once the voyage is complete. It compares speed and fuel consumption with the charter party’s warranted figures and with the ship’s sea-trial baseline, separates the effect of weather from the condition of the hull, propeller and engine, and carries the lessons into the next plan.

No. GE6 works from the information ships and offices already produce: noon reports, bunker delivery notes, charter party terms and the vessel’s own trial records. No equipment has to be installed on board.

GE6 needs the vessel’s particulars, its sea-trial and engine shop-test records, its daily noon reports, its bunker delivery notes and the speed and consumption terms of its charter party. These set the ship’s own baseline, so its performance is judged against itself rather than a generic average.

GE6 is in service for motor-driven tankers. Support for LNG carriers is being added next. Contact Neural Drift about other vessel types.

Yes. GE6 exports a planned route as an RTZ file, the route exchange format defined in IEC 61174, which ECDIS can import. The officer of the watch checks the route on the ECDIS before it is used.

No. GE6 provides decision support. Command of the vessel remains with the Master at all times, and every route and speed recommendation is advice for the bridge and the office to accept or reject.

GE6 is built for technical superintendents, fleet and operations managers, commercial operators and charterers ashore, and for masters and officers on board. Each role sees the vessels and tools that match its job.

Neural Drift does not publish prices. For a quote, email fleet@neuraldrifts.com or message +91 73975 20405 on WhatsApp.

Contact Neural Drift by email or WhatsApp. Onboarding starts with the vessel’s particulars, sea-trial and shop-test records, recent noon reports and charter party terms, from which GE6 builds the ship’s baseline.

Voyage optimization is planning a ship’s route and speed before departure so it arrives when it must, on the least fuel, cost and emissions, within the ship’s safe limits. Each route option is weighed on weather, waves and currents along the track, emission control areas, fuel by grade and arrival time. GE6 Voyage Optimization sets the options side by side, and the choice of route stays with the Master.

The biggest levers are sailing at the right speed for the required arrival time, routing around head seas and into favourable currents, keeping the hull and propeller clean, and planning fuel use around emission control areas. GE6 Voyage Optimization puts these trade-offs side by side for each route option before departure.

Just-in-time (JIT) arrival means adjusting a ship’s speed so it arrives when its berth is ready, instead of sailing fast and waiting at anchor. The IMO-backed Global Industry Alliance published a Just In Time Arrival Guide in 2020. Sailing to a confirmed arrival time saves fuel, cuts emissions and reduces time at anchorage.

Weather routing is choosing a ship’s track and speed using forecasts of wind, waves and currents, to keep the ship safe and reduce time and fuel. GE6 joins that planning with watchkeeping at sea and performance analysis after arrival, in one loop.

The most economical speed is the slowest speed that still meets the required arrival time, after allowing for weather, currents and the ship’s actual condition. Fuel consumption rises steeply with speed, so a small reduction in speed can save a large share of fuel. GE6 calculates the speed and fuel for each route option against the arrival window.

An emission control area is a sea area where MARPOL Annex VI sets stricter limits on ship emissions. Inside sulphur ECAs, fuel sulphur must not exceed 0.10%, compared with 0.50% elsewhere since 1 January 2020. ECAs cover the Baltic Sea, the North Sea, the North American coasts, the United States Caribbean and, for sulphur from 1 May 2025, the Mediterranean Sea. ECAs for the Canadian Arctic and the Norwegian Sea entered into force on 1 March 2026, and their 0.10% sulphur limit applies from 1 March 2027.

For every route option, GE6 Voyage Optimization shows the distance and time spent inside each emission control area. Operators can plan the fuel changeover and compare routes that spend more or less time inside them.

ROB means “remaining on board”: the quantity of each fuel grade left in the ship’s tanks. GE6 projects the ROB of each grade on arrival at the destination port, so bunkering can be planned with the company’s reserve policy in mind.

A good-weather clause limits a charter party’s speed and consumption warranty to periods of good weather, commonly defined as up to Beaufort force 4 and Douglas sea state 3, or as worded in the charter. Performance is judged only on the days that meet that definition.

They compare the ship’s performance on good-weather days with the speed and consumption warranted in the charter party, after allowing for currents. GE6 Voyage Analysis makes this comparison from the vessel’s noon reports and the charter party terms.

The usual causes are weather and adverse currents, hull and propeller fouling, engine condition, loading condition and speed instructions. GE6 Voyage Analysis separates the effect of weather from the condition of the hull, propeller and engine, so the cause can be identified.

Even a light layer of slime increases frictional resistance and fuel use. As a reference case, a Capesize bulk carrier burning about 33 tonnes of VLSFO a day at US$869 per tonne (Singapore, late July 2026) loses about US$2,900 a day to a 10% slime penalty, or about US$86,000 over a 30-day voyage.

Watch the trend in speed loss or fuel penalty against the ship’s own clean baseline, measured in comparable conditions. A steady rise points to fouling of the hull or propeller. GE6 Voyage Analysis tracks this trend voyage by voyage.

ISO 19030 is the international standard for measuring changes in hull and propeller performance, first published in 2016 in three parts. It defines how to measure speed loss from in-service data, so the effect of fouling and maintenance can be tracked over time.

Speed through water (STW) is the ship’s speed relative to the water around it; speed over ground (SOG) is its speed relative to the seabed, as measured by satellite positioning. The difference is the ocean current. Performance is judged on speed through water, while arrival times depend on speed over ground.

Head winds and waves add resistance, so the engine needs more power to hold the same speed; following seas and favourable currents can reduce it. That is why GE6 compares route options with the forecast weather, waves and currents along each one.

GE6 checks each noon report field by field and names the exact field and value that look wrong. Missing data is shown as missing; it is never estimated or filled in.

The CII is an IMO operational measure under MARPOL Annex VI that rates a ship’s annual carbon intensity from A to E. It applies from 1 January 2023 to cargo, cruise and ro-ro passenger ships of 5,000 GT and above. The required level tightens each year, by 5% in 2023, 7% in 2024, 9% in 2025 and 11% in 2026 against 2019, and a ship rated D for three consecutive years or E in one year needs a corrective action plan in its SEEMP.

GE6 tracks a ship’s attained CII through the year from its noon reports and bunker records, so operators can see where the rating is heading before the year closes and adjust speed or routing in time.

The Energy Efficiency Existing Ship Index (EEXI) is a one-time technical requirement under MARPOL Annex VI for ships of 400 GT and above, applied from the first IAPP survey on or after 1 January 2023. Many ships meet it by fitting an overridable engine power limitation (EPL) or shaft power limitation (ShaPoLi).

The IMO DCS requires ships of 5,000 GT and above to report their annual fuel oil consumption, distance travelled and hours underway to their flag State, which forwards the data to the IMO Ship Fuel Oil Consumption Database. It has applied since 1 January 2019.

Since 1 January 2024, ships of 5,000 GT and above carrying cargo or passengers to or from EU and EEA ports must surrender emission allowances. Emissions on voyages between EU/EEA ports and at berth count in full, and voyages into or out of the EU/EEA count at 50%. Companies surrender allowances for 40% of their 2024 emissions, 70% of 2025 emissions and 100% from 2026, when methane and nitrous oxide are also included.

FuelEU Maritime is an EU regulation that applies from 1 January 2025 to ships of 5,000 GT and above calling at EU and EEA ports. It caps the greenhouse-gas intensity of the energy used on board, measured well-to-wake against a 2020 reference of 91.16 gCO2e/MJ, with reductions of 2% from 2025, 6% from 2030, 14.5% from 2035, 31% from 2040, 62% from 2045 and 80% from 2050. Ships can bank, borrow or pool surpluses; a deficit costs EUR 2,400 per tonne of VLSFO-equivalent energy.

GE6 prepares the figures behind these schemes (fuel by grade, distance, time at sea and emissions) from the vessel’s noon reports and bunker delivery notes, so the data a company submits is consistent across all of them. Verification and submission remain with the company and its accredited verifier.

Since 1 January 2020, MARPOL Annex VI limits the sulphur content of ship fuel to 0.50% worldwide, and to 0.10% inside sulphur emission control areas. Ships may burn higher-sulphur fuel only with an approved exhaust gas cleaning system (scrubber).

Port state control is the inspection of foreign ships in a country’s ports to check that they meet international conventions such as SOLAS, MARPOL and STCW. Inspections are coordinated through regional agreements such as the Paris MoU and the Tokyo MoU, and serious deficiencies can lead to detention.

The IMO’s 2023 Guidelines for the control and management of ships’ biofouling (resolution MEPC.378(80)) recommend a biofouling management plan and record book for every ship. Some countries, including New Zealand and Australia, set their own hull-cleanliness requirements for arriving ships.

Access is role-based and limited to your own company. Each user sees only the fleet and tools assigned to their role, and vessel crews see their own ship.

Yes. The vessel and the shore office work from the same voyage plan and the same performance figures, so decisions on board and ashore rest on one set of numbers.

Weather routing focuses on the track and speed for the voyage ahead. GE6 joins that planning with watchkeeping at sea and performance analysis after arrival, using the ship’s own baseline and charter party terms, so each voyage informs the next.

AIS tracking websites show where ships are. GE6 works with a fleet’s own voyage plans, noon reports, bunker records and charter party terms to show how each voyage should be sailed and how it actually performed.

A performance dashboard reports what has already happened. GE6 also plans the next voyage and keeps watch on the current one, so findings from past voyages feed straight into the next plan.

A system that limits the maximum shaft power a ship’s propulsion can deliver, usually fitted to meet EEXI. It can be overridden only for safety, for example in heavy weather, and each override must be recorded.

A limit on the main engine’s maximum power output, used to meet EEXI. Like ShaPoLi, it may be overridden only for safety, with each override recorded and reported.

Hardware fitted to the hull, propeller or rudder to reduce the power needed for a given speed, such as pre-swirl stators, ducts ahead of the propeller, propeller boss cap fins, rudder bulbs and air lubrication systems.

The build-up of aquatic organisms on a ship’s submerged surfaces, from slime to weed, barnacles and tubeworms. It roughens the hull and propeller, increasing frictional resistance and fuel use, and can carry invasive species between regions.

The part of a ship’s resistance caused by water flowing along the wetted hull. It rises with hull roughness, which is why fouling and coating damage increase fuel consumption.

The formation and collapse of vapour bubbles where water pressure drops below its vapour pressure, usually on propeller blades. It erodes blade surfaces and causes noise, vibration and loss of thrust.

The difference between the distance a propeller would advance in one revolution (its pitch) and the distance the ship actually travels, as a percentage. A rising trend can point to fouling or adverse conditions.

The fuel an engine burns per unit of power produced, in grams per kilowatt-hour (g/kWh). It is set out in the engine’s shop test and changes with engine load and condition.

The daily report a ship sends to its office, usually at local noon, recording position, distance, speed, fuel consumption, remaining fuel, weather and engine data for the past 24 hours.

The document a fuel supplier gives a ship for each bunker delivery, stating the fuel grade, quantity, density and sulphur content. Under MARPOL Annex VI it is kept on board for three years, and a sealed sample of the fuel is retained as well.

Marine fuel with a sulphur content of no more than 0.50%, the main fuel burned outside emission control areas since 2020.

Distillate marine fuel with a sulphur content of no more than 0.10%, burned inside sulphur emission control areas.

Residual fuel above 0.50% sulphur. Since 2020 it may be burned only on ships fitted with an approved exhaust gas cleaning system.

Equipment that removes sulphur oxides from engine exhaust so a ship can meet sulphur limits while burning higher-sulphur fuel. Open-loop systems discharge washwater to sea and are restricted in a growing number of ports.

Equipment that treats ballast water to remove or kill organisms before discharge, as required by the IMO Ballast Water Management Convention. Ships had to meet its D-2 discharge standard by 8 September 2024.

A 0-to-12 scale of wind force based on observed wind speed and sea conditions, used in logbooks, noon reports and charter party weather clauses.

A 0-to-9 scale describing the state of the sea from calm to phenomenal, often paired with the Beaufort scale in charter party good-weather definitions.

The process, required by SOLAS Chapter V Regulation 34 and guided by the IMO Guidelines for Voyage Planning (resolution A.893(21)), of planning a voyage berth to berth in four stages: appraisal, planning, execution and monitoring.

A standard set of English phrases adopted by IMO resolution A.918(22) in 2001 for ship-to-shore, ship-to-ship and on-board communication, to avoid misunderstanding where crews and shore staff speak different first languages.

The effective use of all resources on the bridge (people, equipment and information) to navigate safely. Training in bridge resource management, leadership and teamwork is required for officers under the STCW Convention.

The approved electronic navigation chart system that SOLAS Chapter V requires on most ships trading internationally, phased in between 2012 and 2018.

The route exchange format defined in IEC 61174 for moving routes between ECDIS and other systems, written in XML.

A transponder system that broadcasts a ship’s identity, position, course and speed. SOLAS requires it on ships of 300 GT and above on international voyages, cargo ships of 500 GT and above, and all passenger ships.

The depth of water between the lowest point of a ship’s keel and the seabed. Passage plans set a minimum under keel clearance for each leg of the voyage.

The contract between a shipowner and a charterer. A time charter usually includes warranties for speed and fuel consumption that are checked against the ship’s actual performance.

The plan required by MARPOL Annex VI for managing a ship’s energy efficiency; Part III holds the CII implementation plan and any corrective actions.