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IN THIS ISSUE
1. In the bleak midwinter
2. A tough sell
3. Enclosed space warning
4. Rights to terminate
5. Methanol class
6. Ferry order
7. E fuel leaders
8. Singapore listing
9. Kind leadership
10. Tunisian business
11. Tug technology
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. In the bleak midwinter
By Michael Grey
There is not a great deal to cheer about as we stumble, haltingly, into the uncertainty of 2026. True, the major carriers are cautiously resurrecting their Suez transits, although there are precious few guarantees that what faction currently runs Houthi High Command will not decide to indulge in some target practice, to test their latest shipment of Iranian missiles.
Meanwhile, the other High Commands in the respective lines are trying to compute what the sudden shrinkage in East-West miles steamed will do to the freight rates, in the short to medium term. The eastern shipbuilders continue to churn out slots by the tens of thousands, as if demand will continue unabated. One cannot blame them. When some owner comes along wanting half a dozen 24,000teu monsters, you surely do not ask him whether he really needs them, but joyfully offer a few further options and ask only about the preferred paint scheme.
Somebody was suggesting that the next few months will see “peak Trump,” as the shock of what will emerge next from the US president’s fertile imagination has rather subsided. Seizures of large tankers along with their cargo, the imposition of tariffs, visa restrictions to people who have engaged POTUS’ wrath, and even unexpected barrages of missiles into other countries, have rather lost the power to shock. We no longer ask “what on earth will he do next?” quite so often. That itself, you might suggest, could carry its own dangers. Domination of the headlines is said to be compulsive for such personalities. But one has to be apprehensive about the growing lawlessness at sea, with the activities of the dark fleet, despite all the attempts to constrain its activities through legal sanctions.
The ships change their identities at the drop of a hat, facilitated by flag states, which think all their birthdays have come at once, and home ports that cannot be tracked down by experienced geographers. Now, we understand, the operators of these Kremlin-controlled vessels do not even bother with these niceties. With the skill of accomplished car criminals, adept at switching number plates and “cloning” stolen vehicles, our dark fleet drivers now clone the identity of scrapped vessels, manipulate their electronic signatures and position, almost at will.
Bear in mind that these are mostly large ships, long in the tooth, carrying a great deal of oil and of questionable maintenance standards, there is every reason to be quite frightened about the potential for awful incidents, with the doubtful insurance cover and technical oversight, of which we can know little. And perhaps worst of all is the way that all the international mechanisms which have been carefully constructed by IMO, other international, legal, and technical institutions, over the last half century, to raise standards and protect the environment, have been put into reverse. And what we hear very little of is the situation of those manning the units of sanctioned vessels which have been constituted as the dark fleet. Who are they and who is responsible for them? When they join a ship, do they even know that the vessel is sanctioned.
As the “poor bloody infantry” who certainly do not get answers to any questions they might ask, you can guarantee that their curiosity will be discouraged. They will mostly be just anonymous seafarers, hired in the disgracefully casual fashion that still survives in the frontiers of our industry and grateful to have work. There have been credible reports of Russian military detachments having been identified by those monitoring dark fleet movements in the Baltic and elsewhere.
A report in Baird Maritime last week revealed a story of non-Russian seafarers being forcibly replaced by Russians aboard a sanctioned gas carrier. But one suspects that aboard most of these ships, even their senior officers have little knowledge of who controls their ships and owns the cargo in the tanks. Those of a certain age will have memories of the “tanker war” in the Arabian Gulf of the 80s, when the heroic aviators of both Iran and Iraq were dropping bombs onto any ships they saw in their sights.
There were tales of crews aboard some of these ships (whose owners were making a packet) being told that they were bound for somewhere far from the hostilities, their first intimation that something was wrong being an Exocet through the messroom bulkhead. Today, it could be the alarming sight of Pete Hegseth’s “shoot first and ask questions afterwards” teams rappelling onto the foredeck. But that’s life afloat. Remember the words of the old hymn; “From rock and tempest, fire and foe, protect them where so ere they go.” A Happy New Year.
Michael Grey is former editor of Lloyd’s List.
2. A tough sell
Holman Fenwick Willan’s Brian Perrott and Lee Forsyth have been considering implied terms in the latest edition of London Calling.
The case related to the sale of the Maltese Falcon, a luxury yacht. The buyer agreed that, having purchased the yacht from the seller and taken delivery, it would grant the seller use of and access to the yacht for 61 days.
While the seller was using the yacht, there was a breakdown of machinery which immobilised the yacht and cut short the use and access period.
Under the contract, the buyer had agreed that for the seller’s use of the yacht, it “shall be seaworthy”. The seller claimed that the buyer was in breach of this provision. It was alleged that the seller had not properly maintained the yacht and the issue for the Court was whether there should be an implied term that the buyer’s obligations were conditional on the yacht’s hull and machinery having been properly maintained.
The Court focused on whether the implied term was necessary for the agreement between the parties to have business efficacy.
Under the contract the buyer had an opportunity to undertake a sea trial of the vessel following which it could request the seller to make good defects. No such request was made.
At the time of delivery to the buyer, the risk of unseaworthiness was with the buyer and remained with the buyer when the seller was given access for the 61 day period. There was no room for any implied term.
According to the authors, “At first glance this seems a harsh decision. The buyer was liable to the seller for providing an unseaworthy vessel, despite this being caused by the seller’s own lack of care. However, the court simply followed what the parties had agreed.
“The case highlights the importance of giving proper consideration to the contractual terms. The court is unlikely to save you from unjust situations if that is what you have agreed.”
Pleon Limited v Leonis Yachting Limited [2025] EWHC 3144 (Comm)
3. Enclosed space warning
In an insight on the Gard website, the P&I Club’s authors Siddharth Mahajan and Amit Kamo considered the issue of the dangers of enclosed spaces. For the full story see the website.
Enclosed spaces on ships – such as cargo tanks, holds, and chain lockers – are among the most dangerous environments on board. While much attention is paid to the initial victims of asphyxiation or toxic exposure, a significant and tragic share of fatalities are would-be rescuers: crew members who rush in to save a colleague, only to become victims themselves.
According to the Gard insight “Concerningly, the majority of multi-fatality incidents in enclosed spaces involve at least one rescuer who perished after entering without proper precautions. The numbers speak for themselves. Many fatalities involve would-be rescuers – individuals who entered enclosed spaces to save others and became casualties themselves. According to the National Institute for Occupational Safety and Health more than 60% of confined space deaths occur among rescuers. The International Bulk Terminals Association’s analysis submitted to the IMO shows that between 2000 and 2024, there were 67 such fatalities on ships – 48 were crew members and 19 were shore workers. Senior officers (masters, chief officers, and chief engineers) are disproportionately represented among rescuer fatalities; for example, nearly half of the 23 masters who died in enclosed spaces lost their lives in rescue attempts. “
Reasons for fatalities of would-be rescuers
The Gard analysis says “There can be multiple reasons behind the deaths of would-be rescuers. Some highlight psychological aspects, such as the “rescuer syndrome,” as referred to in InterManager’s submission to IMO (Intermanager III 11-4-4 ), where people feel a compulsive urge to react instantly and instinctively.”
Key takeways
According to Gard Incidents in enclosed spaces remain among the most preventable causes of fatalities at sea, yet they persist, often claiming the lives of well-intentioned rescuers. A case study included in the insight and supporting data “underscore a critical truth: safety must take precedence over instinct. Breaking the cycle of impulsive rescue attempts requires unwavering adherence to established procedures, proper use of equipment, and realistic, scenario-based training.
The challenge is twofold: ensuring that drills and training are robust and consistently implemented, while addressing the human factors that drive individuals to act impulsively, sometimes with tragic consequences. Equally important is fostering an organisational culture that truly empowers people to pause, speak up, and prioritise safety over urgency. Drills and briefings should explicitly acknowledge the natural rescue instinct and rehearse resisting it. In a real emergency, the first reaction must be to follow the plan and not rush in, so that every crew member has the best chance of returning home safe.”
4. Rights to terminate
In a recent newsletter, Hill Dickinson looked at the case of URE Energy Ltd -v- Notting Hill Genesis [2025] EWCA Civ 1407
Pursuant to the House of Lords decision in Peyman -v- Lanjani [1985] Ch 457, a party who is entitled to rescind or avoid a contract will not be held to have elected to affirm that contract if it did not know it had the right to rescind or avoid it.
Here, there was an express contractual right to terminate the contract in certain events. The party that could have exercised this right to terminate continued to perform the contract for a period of seven months after a termination event had occurred. It argued that it could not be taken to have affirmed the contract because it did not know the contract entitled it to terminate.
Both the Commercial Court and the Court of Appeal have held that the right to terminate the contract was not lost in these circumstances.
“In order to avoid disputes such as this one, parties should ensure they are fully aware of their rights under their contracts, including but not limited to their rights of termination.
Where the contract provides for express rights of termination that may be relied upon in addition to any common law termination rights, it is important to understand when and how such rights may be exercised and how they interact with any common law right of termination.
Wherever possible, legal advice should be taken initially when negotiating the express terms of a contract and subsequently when seeking to exercise a right of termination to ensure that such a right is exercised at the right time and in accordance with any contractual requirements.” For the full details see the Hill Dickinson website.
5. Methanol class
Bureau Veritas Marine & Offshore (BV) has classed its first methanol-fuelled containership, CMA CGM ANTIGONE. The 15,000 TEU methanol dual-fuel vessel was built by CSSC Jiangnan Shipyard for the CMA CGM Group, and officially named on December 11 and delivered on December 12.
CMA CGM ANTIGONE is the lead ship of CSSC Jiangnan Shipyard’s independently designed “Kun” series of 15,000 TEU-class methanol dual-fuel container ships. With an overall length of 366 meters, the vessel represents a new generation of large container ships that combine high operational efficiency with significantly reduced environmental impact. Powered by methanol dual-fuel propulsion, the vessel achieves substantial reductions in nitrogen oxide (NOx) emissions and near elimination of sulfur oxide (SOx) emissions, enabling early compliance with the International Maritime Organization’s (IMO) 2030 emissions reduction targets.
Ahead of the project launch, BV assembled a dedicated team of gas-carrier and alternative-fuel experts to provide specialized training for BV surveyors and the client’s project team and assessed forthcoming international regulations to facilitate early and future compliance. During design review, BV worked closely with Jiangnan Shipyard to optimize structural arrangements and fuel system integration, using advanced simulation tools to meet safety requirements while controlling lightship weight.
In accordance with BV’s Rules for Methanol & Ethanol Fuelled Ships, BV provided technical review and risk assessment for key areas including ship design and fuel system safety. During construction, BV surveyors applied refined process control and data-driven monitoring and conducted targeted inspections of fire safety, ventilation, and explosion-proof systems, reinforcing the vessel’s inherent safety.
Xavier Leclercq, Vice President of New Building at CMA Ships, said: “This ship is the first methanol dual-fuel container ship received by CMA CGM in China. Its successful construction and delivery are the result of the hard work and close cooperation of all project partners: Jiangnan Shipyard, China Shipbuilding Trading Co., Ltd., CMA CGM Group, Bureau Veritas, and all other relevant parties. We extend our sincere gratitude to Jiangnan Shipyard and China State Shipbuilding Corporation for their excellent collaboration and strong support throughout the entire construction process of the ship. We look forward to continuing to work hand in hand for a bright future.”
Hu Hongyu, Vice General Manager of CSSC Jiangnan Shipyard, commented “The delivery of this ship is not only another fruit of the profound friendship and outstanding cooperation between CMA CGM and Jiangnan, but also another model of win-win cooperation between China and France in the field of high-end manufacturing. We sincerely thank CMA CGM Group, Sinosure, and Export-Import Bank of China for their strong support. We wish this container ship smooth sailing and have a long voyage ahead. We also look forward to Jiangnan and CMA CGM continuing to deepen cooperation, innovate in more fields, and work together to write a new chapter in shipping development.”
Matthieu de Tugny, Executive Vice President, Industrials and Commodities at Bureau Veritas, added: “The delivery of CMA CGM ANTIGONE represents a major step forward in the adoption of methanol as an alternative marine fuel for large container vessels. By classing our first methanol-fueled container ship, Bureau Veritas reaffirms its commitment to supporting shipowners and shipbuilders in the safe, reliable, and future-ready deployment of low-carbon solutions across the global fleet.”
6. Ferry order
Corvus Energy, which provides zero-emission energy solutions for the maritime industry, has received an order from Remontowa Shipbuilding in Poland for the supply of battery systems to seven new fully electric ferries for Scottish Government owned Caledonian Maritime Assets Limited (CMAL) in Scotland.
This marks the largest contract in Corvus Energy’s history, measured in USD value, and represents a significant milestone in advancing clean, sustainable ferry operations in the UK.
“It’s truly remarkable to witness seven identical ferries being constructed at the same shipyard,” says Stein Ruben Larsen, Senior Vice President of Sales at Corvus Energy. “This project is significant for Corvus Energy not only because of its scale, but also because of the outstanding collaboration we’ve had with the designer, the shipyard, and the integrator throughout the entire process.”
The order forms part of CMAL’s ambitious plan to deliver seven new Loch-class electric ferries under its Small Vessel Replacement Program (SVRP) — an initiative aimed at reducing emissions, modernizing the fleet, and improving connectivity across Scotland’s Island communities. By joining this national effort to decarbonize transport, Corvus Energy reinforces its position as a trusted technology partner in the global transition toward zero-emission operations.
Each of the seven new car and passenger ferries will be equipped with 5.7 MWh Corvus Dolphin NxtGen Energy Storage Systems, representing a total capacity of 40 MWh. Corvus Energy will deliver the first system in 2026, followed by three in 2027 and another three in 2028.The vessels are the result of international collaboration: naValue (Germany) provided the concept design, LMG Marin (Norway) developed the basic design, and Remontowa Marine Design & Consulting (Poland) contributed the electrical and detailed design. Integration will be carried out by ABB.
Operating along Scotland’s west coast, these ferries will provide vital transport links for local communities while achieving zero-emission operations, marking a significant step forward in sustainable maritime transport.
The contract builds on a long-standing collaboration between Remontowa Shipbuilding and Corvus Energy, which began in 2018. Over the years, Corvus has supplied battery systems via integrators to several of Remontowa’s newbuild projects — including both fully electric ferries and hybrid offshore vessels. Including the seven CMAL newbuilds, the total number of joint projects is close to 20, demonstrating the continuity and cooperation between the two companies in developing zero- and low-emission vessel solutions.
7. E fuel leaders
Spain, Denmark, Norway and France are leading when it comes to producing green e-fuels that can be used for shipping, a new T&E analysis shows. But a lack of regulatory certainty is preventing most projects from moving beyond the planning stage. The EU should introduce more ambitious green fuel requirements for the shipping sector to ensure projects get off the ground, says T&E, which would deliver jobs and improve Europe’s energy security.
The 2025 update of T&E’s shipping e-fuels observatory found up to 80 green hydrogen and e-fuels projects that could be used to power ships, representing more than 3.6 million tonnes of oil equivalent (Mtoe) by 2032. But T&E found that just 5% of those volumes are clearly dedicated to the maritime sector, while only a small proportion of projects have reached a final investment decision (FID) stage or become operational, suggesting a lack of regulatory certainty is preventing projects from moving forward.
Some countries are positioning themselves as potential marine e-fuel suppliers. Norway has the largest quantities of fuels dedicated primarily to the maritime sector followed by Spain, Finland and Denmark. The Kassø project by European Energy which supplies e-methanol to Maersk went on line in 2025 and is the biggest of its kind in Europe.
Among the e-ammonia and e-methanol projects which include the maritime or transport sectors as potential buyers, the maritime sector generally constitutes the largest potential offtaker, the research finds. When it comes to e-ammonia, for example, shipping was mentioned as a potential client for double the project volumes as the fertiliser and chemical industries. Strong demand signals from the shipping sector would provide a much needed guarantee to producers that there is a solid market for their green fuels.
Constance Dijkstra, maritime policy manager at T&E, said: “The biggest maritime e-fuels project went on line this year. This shows what is possible, but scaling up projects remains a challenge. Current shipping targets just aren’t ambitious enough to get investors to put money on the table. As well incentives, fuel producers need hard cash. Fostering a strong e-fuels sector can bolster Europe’s industrial leadership and reduce the continent’s dependence on imported fossil fuels.”
Clean tech producers recently called on the EU to boost support for green shipping fuels in Europe. Among other measures, they called for the reinvestment of ETS revenues into green shipping.
8. Singapore listing
The commercial, corporate and finance team at Campbell Johnston Clark (CJC) recently assisted Yangzijiang Maritime Development (YMD) to secure its primary listing on the main board of the SGX-ST. The successful listing resulted in a market capitalisation for YMD of around S$2.15 billion.
CJC’s London-based team was led by James Clayton, partner and head of the commercial and finance practice, and consultant Alastair Macaulay.
“This project was a real highlight for our commercial team in 2025, and offered an excellent demonstration of CJC’s capabilities across a broad range of requirements as English, Marshall Islands and Liberian legal counsel in bringing YMD to market,” said Clayton.
The process also called for CJC to liaise with lead counsel Rajah & Tann Singapore, with Carey Olsen Singapore as British Virgin Islands counsel, DeHeng Law Offices advising on PRC law and Arias Fabrega & Fabrega as counsel on Panama law.
Incorporated in Singapore, maritime-focused company YMD invests in vessels for charter and sale, offers financing solutions such as sale-and-leasebacks, pre-delivery loans, and secured loans through joint ventures and leasing models. Bringing YMD to the SGX-ST market follows the earlier listing of Yangzijiang Shipbuilding (in 2007) and Yangzijiang Financial Holdings (in 2022).
In an official statement following the listing, Ren Yuanlin, Executive Chairman and CEO, Yangzijiang Maritime Development Ltd., said: “We see tremendous growth opportunities for Yangzijiang Maritime. This milestone reflects our vision in the potential of our maritime platform, as we continue to create long-term value and work toward sustainable and transformative growth.”
9. Kind leadership
The recent Kind Leadership workshop set a practical course to improve safety culture, reduce risk and strengthen retention.
Following growing recognition that kind leadership is essential to maritime excellence, leaders from across the sector gathered in London earlier in November to discuss how “we can bring about and then support a lasting industry cultural change”.
The Kind Leadership Workshop, jointly developed by the Maritime Professional Council (MPC), The Nautical Institute and CHIRP, brought together shipowners, mariners, regulators and training bodies to shape a clear and achievable implementation pathway.
Building on the 2023 Kind Leadership Report findings, which recognised that 88% of maritime professionals see a place for Kind Leadership in the industry, workshop participants agreed that Kind Leadership is not a rigid model, but a set of behaviours built on empathy, trust, accountability and steady leadership.
The workshop’s outcome is a practical “Implementation Passage Plan” that sets out how Kind Leadership can become part of everyday operational activities. The plan focuses on developing easy-to-implement training modules for leaders, managers and crews, measuring results accurately and encouraging visible leadership commitment to these activities.
Mentoring, integration into existing technical training through toolbox talks and soft-skills sessions, direct support to cadets through micro-learning and clear communication tools are core elements in the implementation of the plan. Measurement will focus on behavioural indicators developed through surveys, welfare and engagement levels, impact on operational safety, performance and retention.
The overall message from the workshop underlined the fact that a learning culture outperforms a blame culture and Kind Leadership provides a practical route to safer, more resilient and more attractive working environments, improving retention of talent and attraction of new hires.
Captain John Lloyd FNI, CEO of The Nautical Institute said: “The workshop’s discussions clearly demonstrated that while regulation is important, it is people who make ships safer. That requires leadership driven from the top and a culture that supports and inspires everyone, at sea and ashore, to work together with clarity, trust and shared purpose. As we improve that alignment, we create safer operations, better working environments and a maritime sector where people truly want to belong.”
Over the coming months, MPC and participating partners will:
• Work with organisations willing to adopt and pilot the suggested framework
• Capture measurable results and develop case studies to share the knowledge
• Support mentoring initiatives, soft-skills training and a network of ambassadors
• Share guidance, tools and learning resources across the sector
Collaboration, transparency and documented steady progress are at the heart of this initiative. Kind Leadership is not a distraction from operational excellence; it is increasingly recognised as its foundation.
To listen to industry leaders explaining what Kind Leadership means on board, please click this link. https://www.youtube.com/watch?v=Yplz5OU-_D4
10. Tunisian business
An article included in Port & Shipping News by the National Interest last month looked at the development of shipping business in Tunisia.
“Strategically located on the Mediterranean coast, with access to resource-rich Africa and the Middle East as well as Europe, Tunisia has long attracted foreign attention. The development of the country’s transport infrastructure — including ports, roads, highways, and bridges — is also critical to growth through trade, given its small, diverse economy.
“Despite these features, its ports remain severely underdeveloped — a missed opportunity, not only for Tunisia, but for superpowers like China and the United States looking to expand their influence,” the article says.
“This spring, the World Bank described Tunisia’s port infrastructure as ‘insufficient’ to handle the levels of container shipping and the sizes of ships that dominate international trade. According to the Bank, Tunisia has ample opportunity to develop its ports and tap into the rapidly growing containerized shipping traffic in the Mediterranean. The United States recognized this opportunity nearly a decade ago, when the Millennium Challenge Corporation (MCC) identified Tunisia as a partner for investments in projects such as port infrastructure improvements. The agreement jointly developed by the MCC and the government of Tunisia specifically targeted the country’s largest port, Radès. However, on July 25, 2021, MCC suspended the agreement due to “democratic governance concerns.” For more details see the website.
11. Tug technology
Trelleborg Marine and Infrastructure, which provides critical solutions for maritime, port and built infrastructure, has successfully completed delivery of its SafeTug real-time positioning technology to the towage fleet operating in Port of Port Hedland, Western Australia. Following a successful trial, the units are now being installed across the 27-vessel fleet, in what represents the first large-scale adoption of SafeTug and forms part of Pilbara Ports’ broader initiative to enhance marine operations across the port. Dedicated trainers from Trelleborg’s Navigation and Piloting team delivered comprehensive training to ensure optimal use of SafeTug technology across the fleet.
Port of Port Hedland, recognized as the world’s largest iron ore bulk export terminal by volume, handles critical commodity flows that are vital to the Australian economy. The port operates with a single shipping channel for capesize bulk carriers, making operational precision and safety paramount to maintaining uninterrupted trade flows.
“SafeTug provides the precise coordination capabilities needed in constrained waterways where multiple vessels operate simultaneously,” said Tommy Mikkelsen, Managing Director for Navigation and Piloting division at Trelleborg Marine and Infrastructure. “Port of Port Hedland’s operational environment, where continuous channel access is essential, demonstrates the technology’s application in high-stakes maritime operations.”
With the SafeTug solution deployed across all tug vessels, the port will have unprecedented real-time situational awareness during vessel movements. Trelleborg developed SafeTug to address limitations in traditional vessel tracking systems used during port maneuvers. The technology provides continuous real-time positional data for tugboats, eliminating the lag and delayed refresh rates that affect Automatic Identification Systems.
The software integrates with the SafePilot Cloud Server from Trelleborg and the SafePilot PPU systems used by pilots, creating a unified operational picture for all parties involved in vessel movements. This integration enables information sharing between assisted vessels and supporting tugs throughout port maneuvers.
SafeTug captures, displays and shares dynamic data that tug skippers need to perform their work more safely and efficiently. The system provides vessel speed and direction, rate of turn, trajectory, heading and course over ground. Tugboat masters and pilots can see the position and orientation of other tugs using the system, enabling coordinated decision-making during approach, berthing and departure operations.
For technical information about SafeTug, visit: https://www.trelleborg.com/en/marine-and-infrastructure/products-solutions-and-services/marine/navigation-and-piloting/safetug
Notices and Miscellany
ICS event
The International Chamber of Shipping annual party is due to take place on Thursday 15th January at Walsingham House, 35 Seething Lane, London EC3N 4AH. For further information, contact freya.heales@ics-shipping.org.
Capital Link forum
The 16th Annual Capital Link Greek Shipping Forum will take place on Thursday, February 5, 2026, at the Athenaeum Intercontinental Athens in Greece. The Forum is held in partnership with DNV and in cooperation with NASDAQ and NYSE. Featuring the institutional and industry leadership of global shipping, this forum will explore the sector’s most significant trends, challenges, and emerging opportunities.
For more information, please contact: Eleni Bej at ebej@capitallink.com or call 212.661.7566.
Please notify the Editor of your appointments, promotions, new office openings and other important happenings: contactus@themaritimeadvocate.com
And finally,
With thanks to Paul Dixon
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Real mothers sometimes ask “why me?” and get their answer when a little voice says, “because I love you best.”
Real mothers know that a child’s growth is not measured by height or years or grade… it is marked by the progression of Mama to Mommy to Mom…
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