The questions buyers actually ask.

APRON is one platform for running a yacht — crew, voyages, documents, port operations, compliance, accounts and logbooks — that lives on the vessel's own server and syncs to the cloud, with the TouchBase crew app included. It is built to replace the spread of spreadsheets, email threads, notice boards and disconnected tools that most vessels run on today, not to add another one on top.

Both, by design. Every department aboard has a place in it — bridge, engineering, interior, galley, deck — and the management company or owner's office sees the same data in the cloud rather than waiting for the captain to email it. It is not a captain's tool with a reporting bolt-on; the shore side and each head of department are first-class users.

APRON is built for professionally crewed yachts — private and charter, commercial and private registration. It works for a single vessel run by an independent captain and for a fleet standardised by a management company. If you operate a yacht with crew, certificates, voyages and inspections, it fits; the best way to confirm the fit for your specific operation is a demo on your own vessel data.

It works until something falls through a gap — a certificate that lapsed in a WhatsApp thread nobody scrolled back through, a port pack rebuilt from scratch at 2300, a new crew member who spends a week finding where things live. APRON's value is not novelty; it is that the work that fills inboxes and notice boards becomes one connected system that the office can see and an inspector can be shown. If your current setup genuinely loses nothing and costs no one time, you may not need us — a demo on your own data is the honest way to find out.

APRON is a working platform in active use and active development. Some modules are deeper than others and we are candid about that on a demo and in this FAQ — for example, Accounts is built for the purser's day-to-day operational needs and is deliberately not a full accounting system. We would rather show you exactly what is mature and what is still expanding than oversell it.

It is not a full accounting or ERP system — it handles the purser's operational layer (receipts, petty cash, payroll, CTM, APA) and is designed to work alongside platforms like Voly rather than replace them. It is not a navigation or ECDIS system, and it does not make the DPA's or the master's safety decisions for you — it gives them clean, current information to decide with. We would rather name these boundaries here than have you discover them after signing.

Pricing is per vessel, per month, in euros, and scales with vessel size. APRON Core — for a single vessel or a fleet of up to five — is indicatively €390–€550 per vessel per month depending on LOA: up to 35 m is around €390, 35–50 m around €450, 50–65 m around €550, and 65 m or above is enterprise — contact us. APRON Fleet, for 6–15 vessels, is around €390 per vessel per month at the reference LOA, stepping down modestly with fleet size. 16 or more vessels, or large management companies, is custom — the per-vessel rate is agreed together and is not published. Annual billing saves 11% on all plans. These are founding-partner-phase indicative rates; standard pricing applies from 2027.

Every plan includes the full platform: crew, rotations, voyages, document hub, MLC rest-hours and ISM compliance, port operations, accounts, digital logbooks, interior, and fleet overview — plus the TouchBase crew app at no extra cost. There is no per-module pricing and no separate charge for TouchBase. Each vessel plan covers up to 100 crew profiles per vessel and unlimited voyages. Engineering connects to your existing PMS via integration (Seahub / AMOS) rather than replacing it — that is a deliberate design choice, not a gap. Galley and deck depth modules are on the 2026–27 roadmap.

Onboarding support is part of the subscription, and the larger plans include priority onboarding support. Some fleets want a custom onboarding programme (for example, a phased multi-vessel rollout or migrating a large document archive) — where that applies we will tell you clearly and price it transparently before any commitment, never as a surprise after.

Both are available. Annual billing saves 11% versus monthly — for example approximately €400 per vessel per month instead of €450 on a 35–50 m vessel on Core, billed annually. There is no functional difference between the two; it is purely the billing cycle.

This depends on the plan and is something we agree with you directly rather than bury in fine print — bring it up on the demo and we will be specific. Whatever the term, your data remains yours and is exportable if you leave; see the data-ownership section. We would rather you stay because the platform earns its place than because a contract traps you.

That is the limit of active and historical crew profiles held against a single vessel — current crew, rotation partners, and the career history that builds up over time. For the overwhelming majority of yachts this is well clear of the on-board headcount plus rotation. If you run an unusually large interior or a very high-turnover operation and think you might approach it, raise it on the demo and we will confirm how it applies to your vessel.

APRON Fleet — for 6–15 vessels — is around €390 per vessel per month at the 35–50 m reference size (€347 billed annually), scaling with vessel LOA. It includes the fleet-wide crew planner, cross-vessel crew transfers, consolidated compliance dashboard, and multi-vessel reporting. 16 or more vessels is Enterprise: custom per-vessel pricing agreed together, plus options including a client-facing portal, APA and multi-charter accounts, white-label branding, flag-state API integrations, and a custom onboarding programme. The honest answer for a real fleet is "let's price it together" — the tier names tell you the shape, the demo gets you the number.

This is exactly the kind of real-world case we would rather agree explicitly than leave ambiguous on a public page. A vessel in an extended yard period still has a live document and certificate burden and crew on rotation, so it usually still warrants a seat — but how lay-up and yard periods are billed is something we will set out clearly for your fleet. Ask on the demo and you will get a straight answer, not a "contact sales".

APRON is in active co-development with a small, capped group of founding yachts. Founding partners get their first 3 months free, then 50% off for the remainder of the first year, with their pricing locked for 24 months from their start date. At 24 months, pricing graduates to then-standard rates at the next renewal with 90 days' written notice. In return, we ask for a structured monthly feedback call, co-development input on the roadmap items relevant to their department, and a named reference and case study at the 9–12 month mark. Places are limited and the programme is not a fire sale — it is a real working relationship with an agreed commercial and development commitment on both sides. If you are evaluating now, this is the right moment to ask about it.

Yes. STCW amendments effective 1 January 2026 made fatigue management and documented rest-hours a mandatory competency for crew — not a nice-to-have. APRON's MLC rest-hours and fatigue engine (work-and-rest logging in TouchBase, a live fatigue index visible to the bridge, and the compliance reporting that comes out of that data) is built into every plan, not an add-on. The intent is that the record is built live rather than reconstructed on a clipboard before an inspection. The master and DPA still make the operational call; APRON gives them current data to decide with.

Migration is a structured part of onboarding, not your problem to solve alone. APRON runs on the vessel's onboard server and, when a new client comes aboard, it scans the existing NAS, recognises file types — passports, STCW certificates, logbooks, invoices — and sorts them into a standardised, auditor-ready filing structure rather than asking you to re-file a decade of documents manually. Crew and certificate data is brought in with our help; we will walk through your actual files on the demo and tell you honestly what imports cleanly and what needs a human eye, before you commit.

Yes — a parallel period is the sensible way to switch and we expect it. You keep your incumbent or spreadsheets live while APRON is populated and the crew get comfortable, then cut over once the office and the vessel both trust it. We will agree the parallel window and the cut-over point with you rather than rushing it; the goal is no gap in compliance coverage during the transition.

The migration approach is additive — your source files stay where they are while APRON reads, structures and verifies them, so there is no destructive "import and delete" step. Anything the AI scan is unsure how to classify is surfaced for a person to confirm rather than silently filed wrong. We would rather the import take a little longer and be right than be fast and lossy.

It depends on which parts of that tool you actually rely on, and we will not pretend otherwise. APRON covers crew, voyages, documents, port ops, compliance, logbooks and the purser's operational accounts in one place, so for many operations it replaces several tools at once; for specialised functions (full accounting, for instance) it is designed to sit alongside, not rip out, what already works. Tell us your current stack on the demo and we will give you an honest "replace this / keep that" rather than a blanket claim.

It depends on how much history you are bringing and how organised it is today — a vessel with a tidy NAS moves faster than one with a decade of mixed folders. We scope this honestly per vessel before you commit rather than quote a headline number that may not hold for you. What we will commit to is that you are not doing it alone and that the parallel-running approach means the vessel is never left without working records mid-migration.

No. Fleets are normally onboarded vessel by vessel on an agreed schedule so the office is never managing a fleet-wide cut-over in one week. The larger plans include a custom onboarding programme precisely so the rollout matches how your fleet actually operates — yard periods, charter season, crew changes — rather than a fixed timetable.

You do. Vessel and crew data belongs to the client, not to APRON Maritime; the seafarer's own career record in TouchBase belongs to the seafarer. APRON is the system that organises and moves that data — it does not acquire ownership of it by holding it.

In two places that mirror each other: on the vessel's own onboard server (NAS), where APRON runs day to day, and in the cloud, which it syncs to when connectivity is available. That means the vessel keeps a full working copy aboard at all times and the office has a current copy ashore — neither side depends on the other being reachable to keep operating.

Access is role-scoped — a chief engineer, a chief stew, a captain and the shore office each see what their role needs, not everything. The cloud database is hosted on AWS infrastructure in Frankfurt (EU); documents are in AWS S3 in the same EU region with public access blocked and server-side AES-256 encryption. Everything is served over TLS. Sensitive crew fields — banking details, medical records, next-of-kin, passport numbers — are additionally encrypted at the application layer using AES-256-GCM with a unique key per value, not just at the infrastructure level. Crew wellness and mood check-ins are private to the seafarer and only ever reach the captain as anonymised, aggregated signal — never individual answers.

Crew records include passports, medicals, next-of-kin and banking — among the most sensitive data on a yacht — and the platform is built around role-scoped access and the principle that personal data is the crew member's. We will walk a data-protection officer or management company through exactly how personal data is stored, who can access it, and how export and deletion work, on a proper security review — we would rather give you that in full with your DPO than make a one-line compliance claim on a public page.

Per-client isolation is a core requirement for management-company use and the platform is built multi-tenant for exactly that — one client's vessels, crew and documents are not visible to another's. For a fleet operator this is usually a hard procurement requirement, so we will demonstrate the isolation model directly and answer your security team's questions specifically rather than asking you to take it on trust from a FAQ.

Because APRON runs on the vessel's own NAS, a structured, standardised copy of your documents already sits on hardware the client controls — that is a deliberate consequence of the architecture, not an afterthought, and it means a full working copy exists before any formal export process begins. Operational reports export to CSV, and individual documents are downloadable. There is not a one-click "export everything" button today for the full cloud dataset, but between the NAS copy and the available exports, you are not hostage to the vendor. We will agree the exit process in writing before you sign, not after.

Your operational data is yours and is not a product we sell or mine. APRON does not feed your fleet's information into AI model training, and no third-party AI runs against your data by default. The precise data-handling commitments from APRON Maritime are something we put in writing for you — ask on the demo and they will be specific, not hand-waved.

Not by default. APRON does not analyse your email or your documents with AI unless you specifically ask us to switch that on for your account. Optional AI assistance exists in the platform; we keep it off because most boats don't want AI involved in their inbox, and we want the cost of the AI calls to be agreed up front rather than billed as a surprise. If you'd like to try it, ask us and we'll talk you through what it actually does and what it would cost.

No. APRON runs on the vessel's onboard server, so the crew keep working — opening, filing, logging, generating documents — whether or not there is a connection. When connectivity returns, via satellite or port WiFi, everything syncs to the cloud automatically and the office catches up. Offline is the normal operating mode, not a degraded one.

The things crew need day to day work offline because they run against the onboard server — crew records, documents, logbooks, port packs, voyage data. What needs a connection is the parts that are inherently online: syncing to the cloud and large file transfers between ship and shore. We would rather state that boundary plainly than claim "fully offline" and have you find the edge later.

Sync is bidirectional: changes from the vessel flow up to the cloud, and changes from the shore office flow down, meeting in the middle. When the same field is changed in both places before a sync, the system flags it as a conflict and holds it — no silent last-write-wins, no auto-merge. A person is presented with both versions side-by-side and explicitly chooses which one stands; the losing version is kept in the audit trail, not deleted. In practice, conflicts are rare because the crew and the office typically work on different data — but when they do happen, nothing is silently overwritten.

APRON sits on top of the onboard server your crew already use — it does not replace your NAS, and instead of File Explorer the crew open APRON. It does not require a particular satellite plan; it uses whatever connectivity you have, whenever you have it, to sync. We will confirm the specifics for your actual onboard setup on the demo so there are no hardware surprises.

Because email is the captain doing extra work and the office only seeing what was remembered to be sent. With APRON, the office sees the vessel's real state when the sync completes — not a curated update — and the captain is not the single human bottleneck for shore visibility. The vessel still runs perfectly with no connection; the office simply stops being blind between emails.

This is the right question to be sceptical about — most maritime software dies on crew adoption, not features. APRON's answer is that for the crew it mostly replaces things they already do badly: the notice board becomes a tap-to-acknowledge in TouchBase, the certificate they always forget becomes a countdown on their phone, onboarding becomes one link filled before they board. Adoption holds when the app removes friction rather than adding a reporting chore — that is the design principle, and a demo with your own crew's workflow is how you should test the claim, not take our word for it.

Each department has its own surface. The engineer's certificates, handover and technical documents live in their area; the interior runs guest manifests, dietary and provisioning against the voyage; the chef works to guest dietary profiles; the purser gets receipts, petty cash, payroll, CTM and APA. The chief engineer in particular is the second decision-maker after the captain, and APRON is not a captain's tool that treats the rest of the vessel as an afterthought.

The design goal is that a new joiner can be useful without a course — onboarding is a single link they complete before boarding, and the crew-facing app is deliberately narrow (six things, one app) rather than a sprawling console. Onboarding support is part of the subscription for the people who configure and run it day to day. We would rather show you the new-joiner flow on a demo than assert "no learning curve" — judge the curve yourself.

TouchBase, the crew-facing app, ships in English, Filipino, Indonesian, Russian and Ukrainian — the most common first languages for seafarers on professionally crewed yachts. If your crew are predominantly from those communities, they can use the app in their own language, which makes a real difference to adoption and compliance. The APRON management and office dashboard is English-only today. So the honest answer is: strong multilingual support where it matters most for adoption — at the crew level — with an English-only back office.

The crew use TouchBase on their own phone — that is the point of it; it is their record, on their device, on board or on leave. The vessel-side platform runs against the onboard server and is used on the vessel's own devices. We will confirm the exact supported platforms for your setup on the demo.

The honest answer is that any system depends on the people using it, and APRON is no exception — we will not pretend a tool fixes a crew-culture problem. What it does is make the app the path of least resistance for things crew already have to do (acknowledge notices, keep certificates current, file documents), so "won't use it" tends to erode when not using it is the harder option. Where adoption is genuinely a concern for your vessel, raise it on the demo and we will talk about it honestly rather than sell past it.

The entire premise is less. APRON takes the work that fills inboxes, notice boards and WhatsApp threads and turns it into one connected system: port packs, crew lists, travel letters, certificate matrices and payslips generate from data you entered once instead of being rebuilt by hand each time. There is real setup work to get a vessel in — we are honest that the front-loaded effort is the price — but the steady state is meant to remove admin from HODs, not relocate it.

No — the point is to end the double entry, not create it. Work-and-rest, deck, engine, oil-record and other logs are entered once, digitally, at the moment they happen, and the MLC and compliance reporting drops out of that same data rather than being retyped from a notebook a week later under inspection pressure. The failure mode APRON is built to kill is exactly the retroactive clipboard log that falls apart in an audit.

We will not pretend onboarding a vessel is effortless — there is genuine work in getting your data, configuration and crew in, and that is exactly why onboarding support (priority on the larger plans) is part of the subscription. The trade is front-loaded effort for an ongoing reduction in repetitive admin and a vessel that is audit-ready by default. Whether that trade is worth it for you is a fair thing to interrogate on a demo with your real numbers.

Configuration (your flag, class society, trading area, ISM scope, ranks aboard, rotation patterns) is done with our support during onboarding, not dropped on you as a blank system. The certificate and document requirements then update themselves when you change the flag or open a new trading area, so it is not a one-time form you have to maintain by hand forever.

Yes — that is the explicit design. APRON's Accounts module handles the purser's operational layer (receipts, petty cash, payroll with rotation-aware proration, CTM, APA) and is built to complement accounting platforms such as Voly, not replace them. It is not a full accounting system and we say so plainly; it is the operational front end that feeds the financial back end you already run.

Calendar systems and mailboxes can be connected where it makes sense for your setup — for example, voyage and crew rotation schedules sync out to a shared calendar so the office and HODs see the same plan. The specifics of which mailboxes and calendar systems connect for your environment are something we confirm on the demo rather than list generically here, so you get an accurate answer for your tools.

Straight answer for the chief engineer: APRON today is a focused layer, not a full planned-maintenance system. It gives you a refit, survey, class-renewal and dry-dock calendar; a deferred-items register; and a fleet maintenance-backlog report with CSV export. What it does not have is work orders, an equipment or component register, or running-hours-triggered scheduled maintenance. If you rely on those in a dedicated PMS, APRON is designed to complement that system at the operational and compliance layer, not replace it. Tell us what you run on the demo and we will give you a straight "sits alongside" vs "covers enough" assessment for your specific operation.

Flag-state API integrations are part of the 16+ vessel / custom tier for fleets that need them. Where these exist and which authorities are covered is fleet-specific and we will confirm it for you directly rather than imply universal coverage on a public page. The general posture: APRON's job is to make a vessel pass inspection and stay compliant, and integrations are scoped to that outcome.

The fleet overview shows vessel positions, but today those positions are derived from each voyage's departure and arrival ports and their ETD/ETA — interpolated from the voyage data, with a home-port fallback when no voyage is active. Live AIS tracking is wired as an integration point in the architecture and is on the roadmap, but it is not active yet. We will not imply you are getting a live AIS feed when you are not — the current positions give the office a reliable operational picture from voyage data, and we will show you exactly how it looks on the demo.

The 16+ vessel / custom tier includes options like flag-state API integrations and a client-facing portal, which is where bespoke reporting and integration needs are handled. If your office wants programmatic access to your own fleet's data, raise it on the demo and we will tell you specifically what is available at your tier rather than promise a generic public API here.

Each crew member enters work-and-rest daily through TouchBase, so the record is built live instead of reconstructed on a clipboard before an inspection. A fatigue index is derived from the rolling work-and-rest data so the bridge can see risk building before it becomes an incident, and the MLC work/rest compliance reporting comes out of that same data with no double entry. The system surfaces and records; the master and DPA still make the operational call.

No software can guarantee an inspection outcome, and we will not claim it. What APRON does is make you audit-ready by default: the Inspection Pack compiles every notice, acknowledgment, audit finding and corrective action — with hash-chain integrity proof — into a single auditor-ready document in one click, instead of a scramble through filing cabinets. It removes the documentation chaos that causes avoidable deficiencies; it does not remove the inspector's judgement or yours.

No, and deliberately so. ISM, MLC and flag-state requirements are built into the workflows so the right records exist and stay current, but APRON does not make safety-management decisions and does not substitute for the DPA's or the master's judgement. It is the system of record and the audit trail; the responsible humans remain responsible. We consider this boundary a feature, and we state it plainly to compliance-minded buyers rather than blur it.

It means the compiled inspection record carries a tamper-evidence trail — an auditor can see the chain of notices, acknowledgments, findings and corrective actions has not been quietly altered after the fact. The intent is to give an inspector or vetting party confidence that what they are shown is the real record, not a reconstruction. We will demonstrate exactly what an auditor sees on the demo so your DPA can judge it on its merits.

Yes — multi-flag is configured per vessel (Cayman, Marshall Islands, Malta, Bahamas, BVI and more), and the certificate matrix updates itself when you change a vessel's flag, the ranks aboard or the trading area. For a management company running mixed registrations this is the difference between one living system and a spreadsheet per flag. The consolidated compliance dashboard then rolls that up across the fleet for the office.

They are logged at the moment they happen rather than retyped from a notebook later, and corrective actions, non-conformities and findings are tracked through to verified close — not just raised and forgotten. The objective is a real, defensible safety record, not a tick to satisfy a form. How deep this goes for your specific SMS is worth walking through on the demo.

A single view of every vessel — estimated voyage progress, sync health and operational status — rather than only what each captain remembers to email. The consolidated compliance dashboard and multi-vessel reporting let the office see certificate and compliance state across the whole fleet at once, and the fleet-wide crew planner shows the people picture across vessels. The shift is from a curated email update to the vessel's actual state.

Yes — cross-vessel crew transfers are part of the 6–15 and custom tiers, and because the seafarer's career data lives with them in TouchBase, a transfer does not mean re-keying certificates, sea service and history on the new vessel. For a fleet that rotates crew between yachts this removes one of the most repetitive admin tasks the office has.

Multi-vessel reporting is included from the 6–15 tier, and voyage P&L per charter or season is part of the voyage layer for the management company. APA and multi-charter accounts are available at the 16+ / custom tier. We will show the actual reports on the demo so you can judge whether they match how your office reports to owners, rather than describe them abstractly here.

White-label branding and a client-facing portal are part of the 16+ vessel / custom tier, aimed at management companies that present a single operational face to their owners. The specifics — how far the branding goes, what the owner portal exposes — are scoped per fleet, so this is a demo-and-quote conversation rather than a fixed public spec.

No — APRON Core is the full platform for a single vessel, and the fleet-specific features (cross-vessel transfers, consolidated dashboards) simply do not get in your way until you have more than one vessel. You are not paying for or wading through fleet machinery you do not need; you get the whole operational platform for the vessel you run.

TouchBase is the crew app — career logbook, certificate and visa expiry tracker, sea-service log, work-and-rest, wellness check-ins, read-only SOPs, notice acknowledgment, and references and sea-service letters. It is included with every APRON subscription at no extra cost and no separate setup. It is the crew-facing half of the same system the vessel and office use.

Yes. TouchBase is the seafarer's record for their whole career and stays with them across vessels — even after they leave APRON-connected fleets. When they join a non-APRON vessel they keep the record; they simply lose the live yacht-side automation. In plain terms it is the maritime professional's own lifelong record, lived through one app — their career data is theirs, on their phone, always.

Professional record data relevant to the vessel — certificates, sea service, documents the role requires — flows into APRON because that is the working relationship. Personal wellbeing data does not work that way: mood and wellness check-ins are private to the seafarer and only ever reach the captain as anonymised, aggregated signal, never individual answers. The boundary is deliberate — operational transparency for the vessel, personal privacy for the person.

Yes — data the crew member uploads or completes (a renewed certificate, an onboarding document) flows into the vessel's APRON records and the certificate matrix, so the vessel works from current information rather than chasing it. Ownership of the record sitting with the seafarer and the vessel having a trustworthy operational copy are not in tension; that is exactly what the two-way sync is for.

Both. For the crew it is a genuine career asset they keep for life. For the vessel and office it is how onboarding happens before a joiner boards, how certificates stay current without chasing, how notices get acknowledged with an audit trail, and how work-and-rest data arrives clean. It is included because it makes the whole system work, not as a giveaway bolted on the side.

APRON Maritime is a young, independent company, and trust in this market is earned by candour, not claims. That is why this FAQ names limits as readily as strengths and why demos run on your own vessel data rather than a polished sandbox. The fair way to judge vendor risk is to interrogate us directly on a demo — including the questions in this section — and weigh the answers.

This is a legitimate vendor-risk question and we treat it as one. The structural mitigation is built in: APRON runs on your own onboard server, so a standardised, current copy of your documents already lives on hardware you control, independent of the cloud and of us. Continuity of records does not depend solely on the vendor surviving — that is a deliberate consequence of the architecture, and the exit/export terms are something we will put in writing for your office.

Onboarding support is part of the subscription; the 6–15 vessel plan adds priority onboarding support, and the custom tier adds a custom onboarding programme. Specific response-time commitments are something we will state for your plan rather than publish a generic SLA line that may not match what we would actually commit to you. Ask on the demo and you will get a concrete answer.

Actively developed — the platform is expanding across departments, and we are open about what is mature versus still deepening rather than presenting a static feature wall. We would rather you buy into the direction with clear eyes than discover the roadmap after signing; the demo is where we walk through both the current state and what is coming.

Reference conversations are arranged privately as part of a serious evaluation — client names, vessel names and logos are never displayed publicly, and that is a deliberate choice, not an evasion. All public-facing material uses M/Y AURELIA as the illustrative vessel for exactly that reason. Raise a reference request on the demo and we will handle it appropriately for your stage in the process.

A demo, run on your own vessel data, not a generic tour. We walk you through the platform as it would work for your operation, answer every question — including the hard ones in this FAQ — and help you decide honestly whether APRON fits. The contact point is werner@stratoslogistics.com; existing clients sign in at app.apronmaritime.com.

The intended path is a demo on your real data plus an agreed parallel-running period when you switch, which is a more honest test than a sandbox trial because you see APRON against your actual vessel and keep your current system live until you trust the new one. What a trial or pilot looks like specifically — particularly for a fleet — is something we will scope with you rather than promise a one-size offer here.

Typically: a demo on your data; scoping the migration honestly per vessel; onboarding with our support (configuration of flag, class, trading area, ranks, rotations; the NAS scan and structured filing; crew onboarding by link); a parallel-running period against your old system; then cut-over once the vessel and office both trust it. Fleets do this vessel by vessel on an agreed schedule. We size each step with you rather than quote a headline timeline that may not survive contact with your real data.

The platform is actively developed and the custom tier explicitly includes a custom onboarding programme, which is where fleet-specific needs are accommodated. We would rather have the honest conversation about what we can shape for your fleet on a demo than make a blanket co-development promise on a public page. Bring your requirements — the answer will be specific.

Because everything above is either confirmed against your own vessel data or it is not real for you. APRON's pitch is less admin and one connected system from the bridge to the back office — the demo is where you make us prove that on your operation, with your files, in front of your HODs, and where the limits get named out loud. If it does not earn its place, that is the right place to find out.