Editor: Sandra Speares | Email: contactus@themaritimeadvocate.com
The Maritime Advocate is free to readers and is entirely supported by advertisers and sponsors. A banner advertisement represents excellent value so please consider using us whenever you have a commercial message to place. We have banner opportunities on our website https://themaritimeadvocate.com and are also on the lookout for new sponsors. If you wish to get a quote please email us at contactus@themaritimeadvocate.com for details.
IN THIS ISSUE
1. The nuclear alternative
2. A not so silent service
3. Crew competence
4. ZeroNorth CEO
5. Green shipping corridors
6. Majority share
7. Hive move
8. XFuel funding
9. Tankers International expansion
10. Registry developments
11. ESI approach
12. View from the bridge
13. Enclosed spaces
14. IMO safety issues
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1 The nuclear alternative
By Michael Grey
A nuclear reactor, I can recall my father, who was a naval engineer, explaining, was just “an advanced form of kettle” and nothing to be too excited about. I can remember him shaking his head at the decisions to fit warships with gas turbine propulsion, about the same time as I was going to sea on motor merchant ships, which could go all the way to the Antipodes without refuelling.
Today we would describe it as the “range anxiety” that deters so many from electric cars. The first efforts to get nuclear merchant ships up and running never really caught on, and only the Russian icebreaker fleet; operated by the state and taking little account of cost and public opinion, have stood the test of time. But the topic eventually returns, usually driven by fuel price, but more recently by the demands for clean alternatives to hydrocarbons and “net zero.” The recent arrival of the UK Maritime Nuclear Consortium is what might be thought of as the latest chapter in this long and fascinating debate.
Under the aegis of Lloyd’s Register alongside experienced players, it is hoped that a regulatory pathway to safe and acceptable nuclear propulsion might be developed and that the UK will be in a position to grasp this potential. It was during one of the earlier periods, when soaring fuel prices raised the topic of nuclear power alternatives that I listened to a well-argued exposition by a LR senior surveyor at a presentation in London. It was a long time ago, but I recall him outlining the barriers which, he said would have to be overcome if a commercial nuclear power at sea was ever to progress. There were few technical obstacles, but the development and capital costs, the practicability (availability of expert staff etc) and the need to overcome the concerns of the public as regards safety remained formidable. Between then and now, has anything really changed? It might reasonably be argued that the technology has greatly advanced and it has been proved that small nuclear reactors are a very practical proposition and can be further miniaturised for merchant ship propulsion.
There is ground-breaking research going on in several parts of the world along these lines, for barge-mounted power plants, desalination, and the like. An Australian designer has proposed an interesting concept employing a nuclear-powered ship to work commercially around the islands of the Pacific and when in port charging up the island’s battery banks, saving them a fortune in imported fuel. But despite the passage of years, the barriers still remain. Memories of Chernobyl and Fukashima have never entirely gone away and the questions of nuclear decommissioning remain alive, albeit somewhat shrugged off by the experts. In Devonport and Rosyth, the reactors aboard most of the Navy’s retired submarines lurk in their darkened hulls, waiting for the Treasury to grudgingly eke out the next tranche of funds to take them to bits, one by one in a process they never ever seem to be catching up on. And that is a government that drags its feet in this fashion – could we ever be certain that the commercial world, in the shape of even the biggest shipping company, could be persuaded to take on such a burden? So many unknowns. Just think of the way that the oil companies, which so eagerly promised the earth when they wanted to plant their rigs in offshore waters, tried to wriggle out of their obligations to restore the seabed when the oilfields had been sucked dry, suggesting cheaper and more expedient alternatives.
Not an attractive analogy, perhaps. The concept of nuclear powered, ships operating at speeds no longer thought acceptable in our planet-saving era, seems hugely attractive to those of us that mourn the death of speed at sea. But even if you could find a major operator – even a consortium – willing to shoulder the cradle-to-grave responsibilities, and convince some progressive ports in some willing countries to admit these greyhounds, there are still so many “buts.” They may be fuelled up for a lifetime, but can the ships, let alone the terminal ports, be insured at an affordable cost? Where is the specialist manpower going to come from, when nuclear navies are finding it increasingly difficult to recruit and retain properly qualified and experienced engineering officers? And in terms of personnel, there are no short cuts to be had with such power plants. You would not be able to persuade even the most pliant administration to grant a dispensation, when the holder of a Second Engineer (Nuclear) certificate failed to sign on.
Michael Grey is former editor of Lloyd’s List.
2. A not so silent service
A fascinating insight into the Royal Navy during a period in which the known terrors of the Cold War morphed into an uncertain future may be found in No Uncertain Sound, the Life and Times of Admiral Sir Jock Slater, who joined the RN in 1956 and became First Sea Lord in 1995, writes Michael Grey.
Written with considerable skill and vast research by Captain Peter Hore, along with obviously close co-operation with his subject, this is a book in two parts. It is a chronicle of one officer’s career from midshipman to admiral during a period of great strategic and social change. It also explores a career progression that takes him from life afloat to the intensity of Whitehall, geo-politics and eventually to the direction of the navy, and national defence in its entirety. While it is a book that will surely interest serving and former military people, it is a fascinating study into the military mindset, the uncertainties of a career that appears to change direction every couple of years and can be abruptly shelved or terminated.
Jock Slater, a nephew of the great fighting WWII Admiral Cunningham, joined the navy in defiance of his father’s wishes, but subsequently flourished. He commanded several major warships, served aboard the Royal Yacht and as an equerry. He did his time in shore appointments, most of which he disliked, and appeared to be possibly the last officer to succeed in the higher echelons of Whitehall, where the civil servants of the MoD and Treasury held sway in a sort of perpetual form of warfare in which the military were forced to engage. The book deftly navigates its readers through the seemingly labyrinthine system which dictates the progression of senior officers into the highest offices, all of which seems to involve a certain element of luck. It is clear that the author’s subject is someone who does not shrink from speaking his mind, not least about the performance of those he met along his road into the upper echelons.
We read of officers whose competence was suspect, who were too fond of the booze, who were abrasive or clearly promoted beyond their competence. There is even a First Sea Lord who “was not noted for intellect or originality.” The unsuspecting reader might detect a hint that in the true traditions of military biography, a few old scores might be settled. But the really serious (and currently topical) aspects of the book are to be found in its behind the-scenes perspectives of the post-Cold War years, and the fight to prevent the armed forces being overwhelmed by those anxious to enjoy the “peace dividend.” Here are set out some of the struggles to warn the politicians of the uncertainties of the fragmented post-Soviet world, with its need to fight fires in so many places around the world. Bosnia, Kuwait and the Middle East were rapid reminders of “hollowing out” risks and the problems of an over stretched military, which were to soon arise. It was also an era in which the navy itself was hugely reorganised, with profound social changes that saw the integration of the WRNS into the navy, women at sea, the “saving” of the Royal Marines and much else.
This a great book about the sort of inspirational officer which the navy seems to produce in every age. It might ruffle a few feathers, but contains both entertainment and wisdom. No Uncertain Sound; the life and times of Admiral Sir Jock Slater, by Peter Hore is published by Porto Press ISBN 9781849956130 Price £24.99.
3. Crew competence
NorthStandard has recently written an opinion piece on the issue of crew competence and how that might affect compensation payments in the event of an accident.
The P&I Club explains that in a recent case applying English law, Unity Ship Group S.A. v Euroins Insurance JSC (The Happy Aras) [2026] EWHC 7 (Admlty), the English Court held that cargo interests were entitled to refuse to pay general average (GA) contributions because the master was incompetent, rendering the vessel unseaworthy, and caused the maritime emergency in relation to which the GA contributions were claimed. For the full story see the NorthStandard website.
4. New ZeroNorth CEO
ZeroNorth, a pioneer in maritime digital transformation, has announcd a leadership transition as it prepares for its next phase of development and profitable growth. The company was founded about five years ago and now services around 6,000 vessels, with a global presence with offices in six locations, and a workforce of 550 people . As ZeroNorth enters a new stage of growth, the Board of Directors, in collaboration with head Soren Meyer, has determined that the company’s evolving focus requires a new CEO profile. Soren Meyer will step down as CEO, and the company has announced the appointment of Soren Andersen, an executive with a proven record of scaling maritime software and service companies as well as 25 years of experience from the shipping industry. Soren Andersen joins ZeroNorth following successful tenures as CEO of Unimed Maritime Solutions and StormGeo. StormGeo is a maritime software and service company like ZeroNorth.
At StormGeo, Soren Andersen secured profitable growth and established himself as a leader renowned for developing organisations and delivering results through his teams. Christian Ingerslev, Chairman of ZeroNorth said: “On behalf of the Board of Directors, I am delighted to welcome Soren Andersen to ZeroNorth. With a proven track record of leading scale-up companies with a clear focus on customer value, combined with his deep sector knowledge, he is an excellent addition to our team. I would also like to express our gratitude to Soren Meyer for his visionary leadership in developing ZeroNorth from an idea into a profitable market leader servicing 6,000 vessels and with 550 employees. Achieving such success in a start-up environment is no small feat.” Soren Andersen, incoming CEO said: “ZeroNorth is born digital, which puts the company in a unique position to support the shipping industry through the significant technological, political and regulatory changes the industry is facing. With a strong product offering and one of the largest internal development engines in the industry, ZeroNorth is a highly attractive partner for shipping companies focused on leadership within efficiency and AI. I’m honoured that the Board of Directors has chosen me to lead ZeroNorth after Soren Meyer’s impressive work taking the company to what it is today.” Soren Meyer, CEO, ZeroNorth: “I am incredibly proud of how far we have come with ZeroNorth and deeply grateful for the journey. It has been a joy working alongside such inspiring and talented people. My heartfelt thanks go out to our customers and partners for putting their trust in our vision to make global trade green and supporting us every step of the way. As I hand over the baton of leading ZeroNorth, I want to wish Soren and the team all the very best in this next chapter.”
5. Green shipping corridors
Interferry has warned that ferry operators are facing rising costs under the EU Emissions Trading System faster than practical decarbonisation solutions are being deployed.
The warning has renewed and intensified scrutiny of how maritime decarbonisation commitments are being translated into action. This means emissions are being priced before the infrastructure needed to reduce them is in place, raising costs for operators without yet delivering equivalent emissions reductions.
Green Shipping Corridors, formally launched at COP26 through the Clydebank Declaration, were designed to provide that delivery pathway. More than four years on, the focus is increasingly shifting from policy frameworks to implementation, with short-sea Green Shipping Corridors widely recognised as the fastest and most viable way to move from commitment to delivery.
Against this backdrop, attention is turning to solutions that translate regulation and ambition into real emissions reductions, enabling ferry, short-sea cruise and RoRo operators to act in practice rather than absorb rising costs.
NatPower Marine says the concerns raised by the ferry industry further highlight a widening gap between regulation and the rollout of enabling infrastructure. Pricing emissions without rapidly giving operators the means to reduce them risks increasing costs, undermining route viability and pushing up ticket prices, without accelerating real-world decarbonisation. In some cases, this may even weaken the role of ferries in shifting passengers and freight away from higher-emissions road transport.
Stefano Sommadossi, CEO of NatPower Marine UK, said the Interferry warning reflects a structural challenge facing maritime transport. “The ferry industry is signalling that obligations are rising faster than the infrastructure needed to meet them,” he said. “Climate policy only delivers results when operators can act on it in practice.”
While much of the regulatory debate continues to focus on long-term fuel pathways, NatPower Marine recognises that short-sea ferry and RoPax routes present the most immediate opportunity to turn Green Shipping Corridors from commitments into operational reality. These services operate on fixed schedules, with frequent port calls and sufficient dwell time to fully benefit from port-side electrification.
Shore power and high-capacity e-ship charging enable vessels to eliminate emissions while at berth, delivering immediate reductions in carbon dioxide alongside significant cuts in nitrogen oxides, sulphur oxides and particulate matter. In addition to improving compliance metrics such as the IMO’s Carbon Intensity Indicator, port-side power delivers tangible air-quality benefits for port cities and island communities that depend on ferry services.
Sommadossi said electrifying ports strengthens ferries as part of the climate solution rather than penalising them. “If emissions pricing pushes freight and passengers away from ferries and back onto already congested road networks, overall emissions increase,” he said. “Port-side power does the opposite. It reinforces sea transport as the lowest-emissions corridor and supports long-standing objectives to shift traffic from road to sea.”
The company points to routes such as the 142 mile (123 nautical miles) Heysham–Belfast route as an example of how short-sea Green Shipping Corridors can move rapidly from policy ambition to delivery on the quayside. By installing shore power and e-ship charging infrastructure at the port, emissions can be cut immediately, giving operators the confidence to invest in electric and hybrid vessels.
The Heysham initiative represents a landmark step forward, with the potential to eliminate more than 10,000 tonnes of CO2 annually and sending a clear signal of commitment from all involved.
NatPower Marine’s route-based, fully funded infrastructure model removes the need for upfront capital investment by ferry operators, enabling decarbonisation to scale without compromising connectivity, affordability, or competitiveness.
“The challenge facing maritime decarbonisation is not a lack of ambition,” Sommadossi concluded. “Since the Clydebank Declaration, regulation has accelerated, from FuelEU Maritime to the EU ETS, while a global IMO framework remains uncertain. What has not kept pace is the rollout of enabling infrastructure. Short-sea corridors show that when port-side power is in place, emissions fall immediately and commercially. That is how Green Shipping Corridors move from policy commitment to operational delivery.”
6. Majority share
Tanker shipping company Stena Bulk has recently announced it has acquired an additional shareholding in Golden Stena Baycrest Tankers (GSB) from Bay Crest, becoming the majority shareholder in the joint venture. Following the transaction, GSB will remain jointly owned by the same three shareholders – Stena Bulk, Golden Agri, and Bay Crest – underscoring the long-term commitment and partnership between the parties. With its increased ownership, Stena Bulk is well positioned to take a more active role in driving the strategic development of GSB, while maintaining the strong collaboration with Golden Agri and Bay Crest.
Since its establishment, GSB has grown into a well-regarded platform in the chemical and specialised tanker segment, with a strong operational and commercial track record, particularly in Asia and the Middle East. With Stena Bulk now as majority shareholder, the partners will accelerate growth, expand fleet and contract coverage, and further strengthen GSB’s market position as a reliable partner to chemical customers.
Erik Hånell, President & CEO at Stena Bulk, said: “By becoming the majority shareholder in GSB, Stena Bulk is strengthening a platform that aligns closely with our long-term strategy in the chemical and specialised tanker segment.
“We look forward to growing the business together with Golden Agri and Bay Crest, building on the strong foundation we have created as partners.”
Philip Eriksson, Managing Director, GSB Tankers, added: “This announcement marks an important step in strengthening the strategic footprint and operational capabilities of GSB in the specialised tanker market.
“Stena Bulk’s role as majority shareholder signals confidence in the long-term dynamics of chemical shipping, and will support further growth, fleet optimisation, and customer-focused service delivery. We are confident this partnership will continue to deliver value across key markets.”
Golden Stena Baycrest will continue to operate from its bases in Singapore and Dubai, leveraging the combined strengths, experience, and networks of all three shareholders to pursue sustainable growth in regional and global chemical trades.
7. HIVE move
Independent managing general agent (MGA) HIVE Underwriters recently announced its expansion into specialty marine insurance, with the appointment of Nick Lewis as Marine Chief Underwriting Officer (CUO), effective July 2026 on completion of his contractual obligation with his current employer.
Lewis will join HIVE from Everest Insurance, where he most recently served as head of marine, international. He brings a strong track record of building and leading high-performing marine portfolios, deep technical expertise, and long-standing broker and carrier relationships across the global market.
The launch of marine marks the next phase in HIVE’s evolution as a multi-line specialty MGA, following its launch into space insurance at the end of 2025, and building on the momentum of its expert aviation underwriting lines.
8. XFuel funding
XFuel, a low-carbon drop-in fuel technology company, recently announced the successful completion of its Series A funding round earlier last year, raising $20 million in equity, including a recently closed extension. The round brings on board new investors Wagner Carbon, Audacy, Future Planet Capital, Light Ray Ventures, Overlap Holdings, as well as two major strategic investors Nippon Yusen Kabushiki Kaisha (NYK Line) and Stolt Ventures, the corporate venture capital investment vehicle from Stolt-Nielsen, both global leaders in maritime logistics and transport.
The strategic investment from NYK Line and Stolt Ventures strengthens XFuel’s ability to scale and deploy its technologies across global ports and shipping markets. These new corporate partners and XFuel will explore long-term fuel offtake arrangements and assess supply-side collaboration opportunities, with the provision of MARPOL Annex I sludge and other eligible waste streams, either directly or through XFuel’s waste management partners.
Furthermore, they will explore projects, pilot programmes, and joint venture structures at strategic ports, with the objective of accelerating the commercial deployment of XFuel’s technologies and delivering affordable near-term emissions reductions across global transport networks.
Many of XFuel’s existing investors, including Union Square Ventures (USV), AENU and SOSV, also participated in this latest round, underscoring continued confidence in the company’s technology, commercial model, and growth trajectory.
In addition to the equity raised, XFuel received a $9 million blended-finance grant in 2025 awarded by the European Innovation Council (EIC). Combined, this funding from strategic and institutional partners will advance the company’s mission to deliver low-carbon drop-in transport fuels at globally competitive prices and at scale.
One of XFuel’s key technologies, Chemical Liquid Refining (CLR), is an innovative one-step process that refines a range of waste hydrocarbon liquids into ultra-clean drop-in transport fuels for the shipping and other hard-to-abate sectors. CLR technology delivers high-yield drop-in products with a significantly reduced carbon footprint, providing a scalable, cost-efficient alternative to the industry without requiring modifications to existing engines or new infrastructure.
9. Tankers International expansion
Tankers International has extended its coverage beyond the VLCC market to include Suezmax vessels. With the formation of a new pool, International Seaways – which has acquired sole ownership of Tankers International – will add its spot trading Suezmaxes to Tankers International’s long-standing platform.
The expansion allows Tankers International to support its charterers and partners with a more diverse group of assets, operational efficiency, and a broader cargo base across crude transportation markets.
A dedicated Suezmax pool provides greater flexibility to secure cargoes across similar crude movements, while expanding optionality to routes beyond those accessible to VLCCs. This development enhances Tankers International’s ability to maximise earnings potential by leveraging the collective scale, intelligence and expertise across the entire fleet. This enables better decisions for both Suezmax and VLCC Pool partners.
Charlie Grey, Chief Executive Officer, Tankers International, commented: “Today’s announcement is very much the culmination of a strategic plan that has been years in the making, and signals the start of a new, exciting phase for Tankers International.
“While VLCCs will remain a cornerstone of what we do, we recognised that there is an overarching need for greater agility and flexibility amid a rapidly changing global marketplace. We believe that agility is the new stability. This is something that we are excited about – the expansion means we will have access to more data and our Pool members benefit from those additional insights.
“As the market continues to evolve, the company’s pooling model – with Tankers International’s team managing all operations and each Pool member granted an equal vote – will remain critical in navigating complex trade routes, meeting charterers’ transportation needs and delivering competitive returns.”
Lois Zabrocky, Chief Executive Officer at International Seaways, commented: “We’re excited about Tankers International’s expansion into the Suezmax sector, which we believe creates highly attractive opportunities going forward. Our relationship dates back more than 25 years, and the success we’ve achieved together with our co-founding partners has created a strong, well-positioned entity with a clear strategy for the future. As we take full ownership, we recognise the legacy of that long-standing partnership and are enthusiastic about the next phase of growth.”
10. Registry developments
The Government of the Republic of Palau has contracted Palau Ship Registry to operate the nation’s official shipping registry under a new governance framework.
The appointment follows a period during which the Government considered how the registry should operate going forward, with a focus on accountability, transparency, and alignment with international maritime standards.
In December, the Ministry of Public Infrastructure and Industries assumed responsibility for operating the Ship Registry to ensure uninterrupted service to vessels flying the Palau Flag. Throughout this period, registry services continued without disruption while the Government evaluated the future operating framework.
Under the new arrangement, Palau Ship Registry has commenced operations and has assumed responsibility for day-to-day registry operations in accordance with its contract with the Government of the Republic of Palau.
The Government of the Republic of Palau confirms that all marine regulations, circulars, notices, and statutory documents, including vessel and seafarer certificates and Seafarer Identify and Record Books, issued on behalf of the Republic of Palau prior to the commencement of the new operating arrangement, remain valid and in full force and effect, subject to verification through online or QR code.
Commenting on the appointment, Charles Obichang, Minister of Public Infrastructure and Industries, said: “The Palau Ship Registry now operates under a structure approved by the Government of Palau. Our focus is on providing a clear and robust framework that supports safe, responsible and compliant shipping while ensuring continuity and confidence for vessels flying the Palau Flag. The Government has confidence in entrusting. Panos Kirnidis, who will lead this new chapter of Palau Ship Registry.”
Kirnidis said: “I am honoured to continue working with the Government of Palau in support of the Palau Ship Registry. Our clear objective is to provide reliable and professional service to shipowners, managers, and seafarers, combining effective digital tools with experienced and responsive support.”
The Government of the Republic of Palau confirmed that the operating framework provides clarity and stability for shipowners, operators, and international partners. It also ensures that the Palau Flag continues to meet the expectations of regulators, classification societies and the wider maritime community.
11. ESI approach
Following an announcement by the International Association of Ports and Harbours (IAPH), OceanScore has been mandated as the administrator of the Environmental Ship Index (ESI) with effect from 1 January 2026.
The Environmental Ship Index (ESI) is a voluntary, industry-led environmental performance scheme that enables ports to incentivize ships demonstrating performance beyond applicable regulatory requirements. Participating ship owners and operators benefit from incentives such as port fee reductions based on independently assessed environmental criteria.
For ports, ESI provides a consistent and independent framework to recognise environmental performance, support incentive schemes, and demonstrate sustainability commitments beyond their direct Scope 1 and 2 emissions.
The scheme is supported by more than 70 ports and maritime administrations worldwide, with over 6,500 vessels currently registered, making ESI the most widely adopted environmental incentive framework in global shipping. The index was created by major ports in cooperation with the IAPH and has been fully integrated into the IAPH’s governance structure since 2020.
Under agreement with IAPH, OceanScore has been mandated as the globally exclusive administrator of the Environmental Ship Index (ESI). OceanScore will work in close coordination with IAPH, the ESI Board, and the ESI Technical Advisory Group to ensure continuity, transparency, and consistent application of the ESI framework.
“We are excited to work in partnership with our new administrator OceanScore to ensure ESI remains the global benchmark for incentivising the environmental performance of vessels,” remarked IAPH managing director Patrick Verhoeven. “Amid uncertainty about the maritime industry’s long-term strategy for decarbonisation, ESI remains a trusted, established and evolving solution to help ports reward those vessels reducing emissions at a level beyond the IMO baseline.”
The administrator change does not lead to any immediate changes for ESI participants. Building on ESI’s strong foundation and global recognition, OceanScore will work together with IAPH and ESI governing bodies to further develop the scheme into an even more attractive, user-friendly, and future-ready incentive framework. The focus will be on strengthening ESI’s role for ports and shipowners, ensuring alignment with evolving technical developments, regulatory requirements, and the decarbonization ambitions of the global maritime industry.
12. View from the Bridge
Industry coalition SEA-LNG has published its annual ‘View from the Bridge’ report, highlighting 2025 as a year of strong growth in LNG, liquefied biomethane (LBM/bio-LNG) and e-methane emissions reductions, costs and availability. This year’s report “The Journey” highlights a decade of progress towards a cleaner future powered by over $150 billions of investment to increase the use of LNG (methane) as a marine fuel.
With LNG powered vessels ordered in 2025 accounting for 79% of alternative-fuelled tonnage, up from 67% in 2024, the LNG-powered global fleet both operating and on-order, including LNG carriers, today represents 10% of the global fleet by dead weight tonnage. From a niche solution used by vessels in Northern Europe in 2016, today, LNG is a globally utilised mainstream marine fuel. Its energy density, availability, lower costs of regulatory compliance and commercial optionality give it an advantage over other alternative marine fuels.
LNG bunkering is now offered in 222 ports globally. The number of bunkering vessels has increased from a single vessel in 2016 to over 62 in 2025 with a strong order book of 38. The report also highlights rapid developments in LBM, with new research mapping biomethane bunkering availability, as well as the nascent supply of e-methane.
The ‘View from the Bridge’ sets out the tenets of technology-neutral global regulations that would balance commerciality and sustainability. It calls for a global regulatory system that rewards clean fuel supply chains, protects first movers and is practical and realistic considering the global maritime industry.
Peter Keller, Chairman of SEA-LNG, said: “After a year of regulatory drama exposing the complexity of the task faced by the IMO, the need for a single global decarbonisation framework is greater than ever. This framework must be goal-based and technology-neutral. It must allow some flexibility so companies can plan their fleet modernisation. We need a framework which is practical and realistic, incentivising solutions that are scalable and investable.”
Steve Esau, COO of SEA-LNG, added: “2025 is the year the methane decarbonisation pathway became a clear runway. The year our advocacy for LNG as a transition fuel from fossil LNG through liquefied biomethane to liquefied e-methane took off, with record amounts of LBM [liquefied biomethane] powering global shipping today and growing strongly into the future.”
Ian Aitchison, SEA-LNG’s Communications Director noted: “SEA-LNG’s messaging is built upon sound science, and the professional expertise and experience of the coalition’s members. So, despite the environmental and regulatory tumult experienced by the maritime industry, our voice has remained consistent over the last decade. In a world increasingly filled with AI content, being a credible and trusted advocate for a cleaner future is more important than ever.”
13. Enclosed spaces
NorthStandard has written an advisory of the dangers of enclosed spaces which have resulted in many fatal casualties in the past.
Safety in enclosed spaces is a major concern in the marine industry due to the unique hazards of confined environments such as cargo holds, tanks, and engine crankcases. Risks such as toxic gas exposure, oxygen depletion, fires, and explosions require strict safety protocols. Appropriate training, safety equipment, and adherence to regulations are crucial for protecting crew members and ensuring safe operations.
The article outlines the revised changes to IMO resolution A1050(27) which has been revoked and replaced by MSC.581(110).
The Sub Committee on Carriage of Cargo (CCC10) presented an amended version of the resolution in September 2024, it was adopted on 27 June 2025, with entry into force on 3 December 2025. The new resolution adopts a more detailed and systematic framework for enclosed space entry, introducing new definitions, reinforcing atmospheric testing requirements, clarifying responsibilities toward shore personnel, and updating emergency preparedness measures. Onboard procedures and crew training should be adapted to reflect these recommendations to minimise any enclosed space incidents.
Evidence indicates that a significant number of enclosed space incidents occur on vessels transporting solid bulk cargo, due to the inherent hazards associated with some cargoes. The revised guidelines address this by highlighting cargo-related risks, including how hazardous atmospheres in one hold can spread to adjacent areas. They also emphasize the importance of measuring carbon dioxide levels in organic cargoes and consulting the shipper’s declaration to understand how the cargo may impact the hold’s atmosphere or adjacent spaces. For more information on changes see the P&I Club’s website.
14. IMO safety issues
The International Maritime Organization’s Sub-Committee on Ship Design and Construction (SDC) held its 12th session at IMO Headquarters in London from 19 to 23 January and was chaired by Erik Tvedt (Denmark). Outcomes are summarised below:
Key outcomes
Draft workplan agreed to develop a safety framework for selected GHG-reducing technologies
Actions to reduce underwater radiated noise from ships
Draft guidelines on remote inspection techniques for ESP surveys agreed
Draft revised Guidelines for the use of fibre-reinforced plastics (FRP) within ship structures (related to fire safety) agreed
Work plan for GHG safety framework
IMO’s Sub-Committee on Ship Design and Construction (SDC) has finalised a workplan to develop a safety regulatory framework for ships using new technologies and alternative fuels to reduce greenhouse gas emissions. The draft workplan will be submitted to the Maritime Safety Committee (MSC 111) for approval in May 2026.
The workplan will involve developing or amending existing safety regulations that are under the purview of the SDC Sub-Committee, related to nuclear power; wind-propulsion and wind-assisted power; and lithium-ion batteries and swappable traction battery containers on ships.
Closing the 12th session of the Sub-Committee, which met from 19 to 23 January in London, IMO Secretary-General Arsenio Dominguez said the completion of the work plan was a “major achievement”.
He added: “This will ensure that safety considerations evolve in parallel with the rapid technological progress driven by the IMO’s Strategy on the Reduction of GHG Emissions from Ships”.
Once the draft workplan is endorsed by the Maritime Safety Committee, IMO will work towards key milestones, including:
2028 (MSC 111): Adoption of amendments to SOLAS regulation II-1/41 to allow for batteries to be used as the main source of electrical power and lighting systems.
2029 (MSC 116): Approval of interim guidelines for the safety of ships using wind propulsion and wind-assisted power.
2030 (MSC 118): Adoption of the revised Nuclear Code and amendments to SOLAS chapter VIII.
The Sub-Committee established the SDC Correspondence Group on GHG Safety to compile and analyse information related to nuclear and wind power, as well as develop draft amendments to SOLAS regulation II-1/41 to allow for batteries to be used as the main source of electrical power and lighting systems.
The Correspondence Group will submit a written report to the next session of the Sub-Committee (SDC 13) in 2027.
The Sub-Committee further progressed the work of the Organization under the Action Plan for the reduction of underwater radiated (URN) noise from commercial shipping (URN Action Plan), which was approved at MEPC 82 in 2024.
After analysing and discussing lessons learned to date from the three-year experience-building phase (EBP) initiated in 2024 from implementing the Revised guidelines for the reduction of underwater radiated noise from shipping to address adverse impacts on marine life (Revised URN Guidelines) (MEPC.1/Circ.906/Rev.1), the Sub-Committee agreed to invite the Marine Environment Protection Committee (MEPC 84) to extend the EBP for two more years, with a target completion year in 2028.
Should this two-year extension of the EBP be agreed by MEPC 84, it would allow for an extended window to gain further experience in the application of the Revised URN Guidelines, providing more time to address the remaining gaps, needs and barriers related to the implementation of this IMO instrument.
Draft technical guidance agreed for integrating energy-efficient and low irradiated noise solutions in ship design and retrofitting
The Sub-Committee agreed to the draft technical guidance on co-optimizing energy efficiency and underwater radiated noise at the design and retrofit stage with a view to approval by MEPC 84.
This circular provides supplementary technical guidance on integrating URN reduction with energy efficiency (EE), recognizing the synergies between the two frameworks and drawing on experience gained EPB and the outcomes of URN/EE workshops held in 2023 and 2025.
The Sub-Committee agreed to the draft terms of reference for an IMO-commissioned study on URN emissions, and requested the IMO Secretariat to assess options to cover the cost of the study. The study will support the development of targets for reducing URN by generating in-water estimates and help in determining an URN baseline for ships, as well as for contemporary and future projections of URN emissions.
Notices and Miscellany
Survival Courses Criteria
The third edition of the Survival Courses Criteria has now been published and is available on the Witherbys website. Developed by the Merchant Navy Training Board, and the Maritime and Coastguard Agency, this updated edition provides the latest criteria for the development of training courses in personal survival techniques (PST), proficiency in survival craft and rescue boats (other than fast rescue boats) (PSC&RB) and proficiency in fast rescue boats (PFRB).
Deck Procedures Guide
The first edition of the International Chamber of Shipping’s Deck Procedures Guide is now available. The ICS Deck Procedures Guide aligns with the globally recognised Bridge Procedures Guide and Engine Room Procedures Guide, completing an essential set of guides that enable companies to uphold the highest standards of best practice across ship operations. When used in collaboration, users can benefit from harmonised inter-departmental communications and procedures.
Offering a comprehensive overview of essential deck operations, this first edition ensures that all those working on or maintaining machinery on deck are well-equipped to handle a wide range of operations including cargo operations, bunkering and heavy weather preparations. It includes practical procedures and checklists for deck operations and maintenance of core equipment, across all ship types. This first edition is priced at £180.
Technical journal
ClassNK has released ‘ClassNK Technical Journal’. This journal is issued with the aim of contributing technologically to the maritime industry and other related sectors by presenting ClassNK’s technical activities and research outcomes.
The latest issue, ‘ClassNK Technical Journal No.12 2026 (Ⅰ)’, features special articles on CCS (CO2 Capture and Storage), which has been attracting growing attention for achieving sustanable society. In addition to two articles that summarize ClassNK’s knowledge and insights on Onboard CCS, the issue includes a contribution from Mitsubishi Heavy Industries, Ltd., a company that has been engaged in the development of CO2 capture technologies for many years and has operational experience with equipment for both onshore and onboard use.
It also contains explanatory articles from the New Energy and Industrial Technology Development Organization (NEDO) and the Japan Organization for Metals and Energy Security (JOGMEC) regarding the maritime transportation of liquefied CO2 – an essential component in establishing a global CO2 value chain.
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
For a holiday, an Irishman decided to go to Switzerland to fulfill a lifelong dream and climb the Matterhorn.
He hired a guide, and just as they neared the top, the men were caught in a snow slide. Three hours later, a Saint Bernard ploughed through to them, a keg of brandy tied under his chin.
“Hooray!” shouted the guide. “Here comes man’s best friend!”
“Yeah,” said the Irishman. “An’ look at the size of the dog that’s bringin’ it!”
Thanks for Reading the Maritime Advocate online
Maritime Advocate Online is a fortnightly digest of news and views on the maritime industries, with particular reference to legal issues and dispute resolution. It is published to over 20,000 individual subscribers each edition and republished within firms and organisations all over the maritime world. It is the largest publication of its kind. We estimate it goes to around 60,000 readers in over 120 countries.
