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IN THIS ISSUE
1. The seafarer’s appreciation society
2. Corrosion exclusion
3. New coatings
4. Smart ships
5. Pooling resources
6. Marine automation
7. Mission fundraiser
8. Emissions notation
9. Green corridors
10. ETA tips
11. New IACS chairman
12. Kongsberg contract
13. Dutch truck toll
14. Hijack concerns
15. Charterparty sanctions clause
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1.The seafarer’s appreciation society
By Michael Grey
On the occasion of last month’s “Day of the Seafarer”, I wonder how many of them felt properly appreciated. As members of a largely invisible workforce, in most of their home countries, it would be forgivable if this annual event was greeted with no more than a shrug. Even those trapped behind the dire straits of Hormuz, watching the so-called cease-fire with apprehension would have been aware that most of the general public’s concern revolved not around seafarers’ safety, but the effects of the war upon their cost of living. But let us not get too cynical; there are some hopeful signs that there might be some sort of permanent accommodation, albeit with the freedom to navigate through these international waters being regulated in some way.
If the toll structure is no more than that of light dues (which ships are already supposed to pay, although many skip this obligation, the industry could probably live with this. But the celebratory day was notable this year for the publication of the five-yearly BIMCO/ICS Manpower Survey, which is an increasingly useful portrait of the global supply and demand situation. This has been running since the 1990s, when the first signs of a manpower crisis was officially recognised, although as far back as maritime history has been written, individual nations have faced up to shortages. These they dealt with in singular fashion, using the press gang or crimps to address the fact that seafaring was probably not an occupation of choice.
Only in more enlightened times has there been any serious attempt to make seafaring more attractive. Just about every survey that the partners have published has produced a consistent message of potential shortages down the line, and this is no exception. The current global shortfall of 39,100 officers, which somehow the industry manages to tolerate is likely to increase to 113,000 by 2030, with the global demand for qualified officers expected to be 1.16m. Ratings remain in surplus, as they have done for the last several surveys. And while there has been no dramatic breakthrough in the crew sizes aboard ships, the 14% growth in the world fleet to 85,148 ships has seen a 35% increase in demand since the last report in 2021. Wastage remains a worry as always, although one headline we should note is that according to recently published and extensive surveys of the workforce, a good half of those questioned said that they aimed to leave the sea in the next five years.
If you think of that in the context of a need for nearly 23,000 new recruits each year, there is a real challenge here. If there is any genuine good news, it is that the cadet situation seems to have improved, as it is easier to find cadet berths after a real struggle over many years. The two organisations also comment on the fact there is a better monitoring of recruitment and retention by maritime administrations. The first surveys sometimes found it it like drawing teeth to get meaningful data from some administrations, probably because they did not actually collect it. Could there be any great external influences that throw these anticipated figures off course? It might be recalled that between the first and second reports in the 90s, the whole manpower situation changed on account of large numbers of well -trained officers arrived in the international workforce after the collapse of the Soviet Union. It is not beyond the realms of probability that should the Russian/Ukraine war end, a considerable number of officers from each of these countries might elect to return home.
It is also important not to forget the increasing impatience of the current workforce with the conditions afloat today, with recent WMU data revealing general unhappiness with working hours, the lack of shore leave, bad memories of treatment during the pandemic, and the last three months in the Gulf will not have helped to lessen the pain. There is general dissatisfaction with working hours and the ”average” of 71 hour weeks, high stress levels and dangerous levels of fatigue. It is interesting to note in the BIMCO/ICS report comment on the need for better promotion prospects and the development of clearer pathways from ship to shore-side appointments, and a more attractive whole career. Nothing new there. “We believe that the industry would benefit from seeing that more of the most promising seafarers were trained to fill responsible posts ashore at a relatively early age.” That was the Rochdale Report into British Shipping from 1969. People needed to appreciate seafarers more then, too.
Michael Grey is former editor of Lloyd’s List.
2. Corrosion exclusion
ClassNK and National Maritime Research Institute (NMRI), National Institute of Maritime, Port and Aviation Technology, have launched a joint research project on corrosion rate evaluation of liquefied CO₂ (LCO₂) cargo tanks under low-temperature and low-pressure conditions.
This research aims to establish a technical foundation for appropriately assessing corrosion risks in the transportation of liquefied CO₂. The outcomes are expected not only to enhance the safety of LCO₂ cargo tanks, but also to enable rational design and operation that balance corrosion risk and impurity removal costs. Ultimately, this will contribute to improving both the safety and economic efficiency of the entire CCUS (Carbon Capture, Utilization and Storage) value chain.
With the implementation of CCUS technologies gaining momentum, the importance of transporting liquefied CO₂ by ship is increasing. In Europe, cross-border CO₂ transportation has already commenced, indicating that LCO₂ shipping is entering the stage of practical application. In the Asia-Pacific region as well, a significant expansion in transportation demand is anticipated.
On the other hand, it is well known that even trace amounts of impurities such as water and SOx (sulfur oxides) mixed into CO₂ can cause corrosion. Therefore, there is a growing need for technologies capable of estimating corrosion rates in LCO₂ environments based on the type and concentration of such impurities.
In this research, a CO₂ corrosion test facility will be installed at NMRI, where corrosion tests will be conducted under controlled conditions reflecting anticipated impurity types and concentrations. The facility will be capable of simulating low-temperature and low-pressure environments suitable for large-scale LCO₂ transportation.
The experimental data obtained will be analyzed to establish fundamental data required for the design and maintenance of LCO₂ cargo tanks.
The results of this research are expected to be reflected in ClassNK’s rules and guidelines, contributing to the development of rational and safe LCO₂ cargo tank designs.
Furthermore, by proposing a rational approach to impurity management based on corrosion risk, this research is expected to contribute not only to safe ship design but also to the optimization of costs across the entire CCUS value chain*1.
This project is being carried out through collaboration between ClassNK and NMRI, with additional cooperation from the University of Tokyo’s social collaboration program, “Materials for Future Energy Infrastructure Trust (MEIT).” This framework brings together Japan’s leading expertise in material reliability evaluation.
Through this research, the project aims to establish a foundation for corrosion evaluation in low-temperature, low-pressure LCO₂ transportation and to contribute to the development of future design standards and international rulemaking.
*1 Increasing CO₂ purity by removing impurities incurs additional costs. However, if impurity levels remain below certain thresholds, it may be possible to manage corrosion without increasing corrosion allowance, potentially reducing overall costs. By clarifying the relationship between impurity composition/concentration and corrosion rates, this research will enable informed decisions on CO₂ purity management that contribute to cost optimization across the entire supply chain.
3. New coatings
German corrosion protection specialist Steelpaint has successfully completed a technical field trial of its new Stelcatec-L repair coating on a Liebherr LHM 500 mobile harbour crane operated by ArcelorMittal Nippon Steel.
The test programme at the Hazira Port in Surat, India – made possible through strategic collaboration and support from Steelpaint’s local partner Kaptel Overseas – was carried out on a crane that operates in severe C5 maritime conditions characterised by high humidity and elevated salinity. Kaptel’s help was instrumental in ensuring the seamless completion of the project.
The crane’s surfaces showed significant deterioration and poor coating adhesion of the intermediate and top coating layers and required the removal of damaged and poorly adhering coating layers.
Water quality was controlled to keep total dissolved salts below 60ppm, and an alkaline detergent solution was applied to eliminate extensive oil contamination before high-pressure water jetting.
Areas taken back to bare steel received a two-coat system of Stelcatec-L-PR (primer) and Stelcatec-L-TC (topcoat) applied to total dry film thickness of 280µm. On areas with well-adhering residual primer, the Stelcatec-L-TC topcoat was applied directly over the existing layer (after roughening), achieving a combined system of 130 to 140µm.
Dmitry Gromilin, Steelpaint’s Technical Service Manager, said the purpose of the project was not simply to deliver advanced corrosion protection, but to validate how the Stelcatec-L system performs under real operating conditions in a severe marine environment, while minimising the lifetime remedial coatings costs for port cranes.
“One of the most striking performance characteristics is the system’s rapid recoat capability,” said Gromilin. “The second coat of Stelpant-1C-PU-Stelcatec-L-TC was applied just 25 minutes after the first, without any damage to the underlying layer.”
The project highlighted the practical application advantages of the new Stelcatec-L system in high-temperature field conditions. This included extensive verification and quality controls, salinity testing, DFT measurements and adhesion testing in accordance with recognised ISO standards.
“The combination of controlled surface preparation, rapid curing and strong adhesion performance demonstrated that the technology is well suited to crane maintenance where downtime and environmental exposure are critical considerations,” he said.
Stelcatec-L is Steelpaint’s new moisture-cure polyurethane coating developed for heavy-duty corrosion protection. The system is designed to allow fast overcoating intervals, application at elevated film thicknesses and operation across a broad environmental window.
Steelpaint Director Frank Müller said: “This was a practical repair project carried out under site conditions rather than a demonstration under controlled circumstances. The purpose was to understand how the Stelcatec-L coating behaves where there are existing coatings, heavy contaminations and environmental pressures that maintenance teams deal with every day.
“The work showed that where an existing system still has integrity, there can be value in targeted repair supported by inspection and testing instead of defaulting immediately to complete removal. Stelcatec-L simplifies application, shortens return-to-service timeframes and supports long-term infrastructure resilience in corrosive environments.”
The trial application was completed on the exterior section of the crane’s right rear outrigger and will remain under observation as part of Steelpaint’s ongoing evaluation of coating performance in heavy industrial and port environments.
4. Smart ships
NAPA, the global provider of maritime software and data services, has signed a Memorandum of Understanding with Samsung Heavy Industries (SHI), one of the world’s leading shipbuilders and a pioneer in advanced, eco-efficient vessel, smart ship and autonomous technologies.
The two companies plan to jointly conduct performance analysis based on actual operational data for vessels equipped with Samsung Heavy Industries’ wind-assisted propulsion device, the ‘SAVER Wing’. The SAVER Wing is a rigid two-element wing sail installed on the deck of a vessel. It is an eco-friendly propulsion system that generates additional thrust by utilizing wind energy. By applying the aerodynamic principles of aircraft wings, the system converts wind energy into forward thrust, thereby reducing the engine power required for propulsion and contributing to lower fuel consumption and carbon emissions.
By modelling the performance of this vessel design in the specific voyage and weather conditions they will operate in , based on actual operational data, SHI can offer shipowners more accurate efficiency projections that go beyond standard design-stage assumptions. This provides shipowners with earlier, tailored insight for better informed decarbonization planning and investments.
The MoU also outlines SHI’s aims to integrate NAPA Voyage Optimization into its Samsung Autonomous Ship (SAS) platform, embedding fuel-efficient routing directly into how its vessels are operated. NAPA Voyage Optimization is a decision-support tool that empowers ship operators to plan and adjust voyages for maximum efficiency, safety, and regulatory compliance. This integration with SAS would mean the same quality of insight that informed a vessel’s design continues to guide how it is operated, helping owners and crews realize the full efficiency potential of the vessel. Crews can simulate and assess various routes and speed profiles, dynamically adjusting the vessel’s course to harness favorable wind conditions, helping maximize fuel savings and minimize emissions.
At the same time, SHI plans to use NAPA’s ‘Operational Simulation’ to implement digital twins of all ship equipment and predict the actual performance of the ship, enabling efficiency verification from the initial stage of design.
This MoU builds on a joint project already underway between NAPA and SHI which started in May 2026, focused on SHI’s SAVER Wing designs. That work gave SHI direct experience of what NAPA’s solutions can deliver and forms the practical foundation for the MoU’s broader, multi-year framework.
Hyun Joe Kim, Executive Vice President at Samsung Heavy Industries, said: “Our customers are under more pressure than at any point in my career. They need vessels that will remain competitive and compliant for the next 25 years, and they need confidence in the efficiency data before they sign the contract. Being able to model a specific design against real operating conditions, early in the process, is a genuine advantage. We chose NAPA because they have the tools, design expertise and data legacy to do this well.”
Pekka Pakkanen, Executive Vice President, Shipping Solutions, at NAPA, said: “Shipowners are being asked to make multi-million, multi-year capital commitments without enough information on what this investment actually looks like. With this partnership, SHI will be able to answer shipowners’ questions and show exactly how their SAVER Wing solution will perform at sea. That bridge between design and operations is what shipowners have needed, and working with SHI gives us the best possible platform to provide that.
“NAPA has done a lot of work in quantifying and modelling the benefits of combining voyage optimization with wind-assisted propulsion. What we are doing differently with SHI is outlining those benefits much earlier at the design stage.”
5. Pooling resources
The European Union is paving the way for pooling private and public resources for the European waterborne sector.
The Waterborne Technology Platform welcomes the progress made towards the European Competitiveness Fund and the opinion of the European Economic and Social Committee, providing clarity on future investments in the waterborne sector.
On 16 June, the Council of the EU reached a partial general approach on the European Competitiveness Fund (ECF), marking an important step in shaping this key instrument. For the European waterborne sector, the Council’s position remains largely aligned with the proposal of the European Commission. The ECF will invest in decarbonising the waterborne sector by co-funding infrastructure, vessels, automation, as well as digitalisation and modernisation of ports, including their development as energy hubs. These investments will contribute directly to the objectives of the recently published Industrial Maritime Strategy and the EU Ports trategy.
On 23 June, the Consultative Commission on Industrial Change of the European Economic and Social Committee published its opinion on the Industrial Maritime Strategy, clearly indicating the need for sustained investments across the entire waterborne value chain, spanning from fundamental research and innovation through to upscaling and deployment. It also recognizes the Zero-Emission Waterborne Transport Partnership as a key instrument to align on a pathway towards a sustainable future.
The European Union intends to co-fund the entire investment journey required for the twin green and digital transition of the European waterborne sector. This includes every stage of developing and manufacturing strategic technologies, products and services in Europe, – from applied research and innovation to scale-up, industrial deployment, manufacturing and market deployment. The proposed framework also covers enabling investments in infrastructure, skills and operational support.
Parts of the ECF will be implemented through European Partnerships involving public and private stakeholders, where it represents the most effective implementation to achieve the policy objectives, notably for the market deployment activities. This approach fully reflects the call of the Waterborne Technology Platform to renew the current Partnership on zero-emission waterborne transport, including the extension of its scope, to ensure a competitive, resilient and sustainable European waterborne sector.
Jaap Gebraad, Secretary General of the Waterborne TP, said: “The waterborne sector’s green and digital transformation is uniquely complex: assets have long lifespans, vessels operate globally under diverse regulatory regimes and business models, rely on specialised fuels and equipment, and depend on interoperable port and logistics systems. Furthermore, the waterborne sector encompasses a highly diverse value chain, ranging from shipyards, equipment manufacturers, shipowners, ports, energy, infrastructure and service providers, classification societies and the broader research community. These characteristics require coordinated, large-scale RD&I investment to deliver climate neutrality, digital excellence, resilience, safety, security, by means of European technology leadership. Therefore, a dedicated Work-Programme-Based Partnership on Waterborne Technology Leadership in the context of Horizon Europe post 2027 is critical to pool private and public resources and ensure joint objectives are met timely. To support the establishment of such a partnership, the Waterborne Technology Platform is currently developing nine different Technology Roadmaps. Earlier this week it launched an open consultation on the first three roadmaps.”
6. Marine automation
ABB announced recently it has entered into an agreement to acquire marine automation specialist Høglund , headquartered in Tønsberg, Norway. The acquisition will support further growth in markets across a wide range of vessel segments. The transaction is expected to close in Q3 2026 and will cover Høglund’s global operations including more than 80 employees in Norway, Poland, Romania, and China. Høglund is currently owned by Eitzen Group and will be integrated into ABB’s Marine & Ports division. Financial terms of the transaction were not disclosed.
Høglund offers an Integrated Automation System (IAS), which is based on ABB’s 800M and S800 control system hardware platform. Designed for demands of modern vessels, this modular and scalable system handles automation, monitoring, and control tasks on board. By combining data from engines, power generators, and cargo systems, it helps improve safety, energy efficiency, and overall operational performance. The solution is installed on more than 600 vessels. The company reported revenues of close to 30 million euros in 2025.
Following the acquisition, Høglund customers will benefit from the expanded geographical footprint, additional automation and service expertise, and global support provided by ABB.
“This is a significant new chapter for our people and technologies,” said Peter Morsbach, Chief Executive Officer, Høglund. “Høglund’s story is one of dedication and passion for the marine industry, and we are proud of the expertise and experience we have cultivated and the solutions we have built. Our system is based on ABB technology, and we look forward to joining ABB and continuing to advance marine automation for the benefit of customers.”
“Høglund’s marine automation portfolio will complement ABB’s existing offering with proven and scalable solutions that support our growth ambitions,” said Rune Braastad, President, ABB’s Marine & Ports division. “Combined with our global reach and service capabilities, we have a great foundation for continued success. We look forward to welcoming Høglund’s highly competent people to join us at ABB.”
7. Mission fundraiser
The Mission to Seafarers (MtS) has raised $506,000 at its inaugural Maritime Mountain Race with $336,000 to go towards core work. The landmark fundraising event brought together 32 teams from across the global maritime industry for a demanding one-day challenge in the Swiss Alps.
Held on 27 June 2026 near Le Bouveret, the event saw more than 90 participants tackle one of two hiking and running routes on the mountain trails: the 11 km ‘Lighthouse’ route or the more challenging 16 km ‘Sails & Summit’ course. Teams competed not only for race honours but also for fundraising recognition, with the overall winner determined by a combination of both.
Sponsors included NorthStandard (Medals), BSM (Hoodie), Lloyd’s Register (Finish Line), AET (Event Bag) and HFW (Polos).
The funds raised through the event will be directed towards The Mission to Seafarers’ frontline welfare work, funding projects spanning seafarers’ centre refurbishments in the UK and Mombasa, new operations in Piraeus, Dubai, and Georgia, and the expansion of Critical Incident and Stress Management training for frontline staff worldwide.
Speaking at the conclusion of the event, Jan Webber, Director of Development of The Mission to Seafarers, said: “The Maritime Mountain Race has exceeded every expectation. The spirit, determination and camaraderie we witnessed across all 32 teams was remarkable, and the funds raised will make a real and lasting difference to seafarers in some of the most isolated corners of the world. This is exactly the kind of event that shows the maritime industry at its very best.”
Funds will make a direct and tangible difference to seafarers in some of the world’s most remote and challenging ports. Whether placing chaplains in regions where seafarers face abandonment and rights violations, or simply ensuring crews have access to SIM cards and basic supplies to stay connected with their families, the generosity of all teams and donors translates into real support for those working at sea.
For details of the winners see the Mission website.
8. Emissions notation
Classification society ClassNK has added the world’s first notation, ‘a EA (CFP) *¹,’ as a new framework to make initiatives related to greenhouse gas (GHG) emissions during ship construction visible, indicating that the carbon footprint (CFP) generated during ship construction has been calculated and undergone a third party verification*².
Shipyards, shipowners, and shipping companies can externally demonstrate the environmental value of their vessels as environmentally friendly ships. The notation is prescribed in the ‘Environmental Guidelines (Edition 4.2)’ issued by ClassNK.
In response to growing interest in decarbonization efforts by companies, initiatives to measure and disclose GHG emissions across entire supply chains, including Scope 3, are expanding. In the shipping industry, GHG emissions related to the construction of owned vessels are categorized as Scope 3 Category 2 (capital goods), increasing the importance of appropriately assessing and disclosing GHG emissions during ship construction.
However, it is not always easy to obtain detailed data on actual construction processes and materials for emissions during ship construction. Such emissions are often calculated using emission factors or default values, which may not fully reflect efforts such as the use of low carbon materials or emission reduction initiatives in the construction process.
Against this background, ClassNK has revised its ‘Environmental Guidelines,’ which prescribe notations for various environmental initiatives, and has added the world’s first notation, ‘a EA (CFP),’ indicating that the CFP during ship construction has been calculated and is subject to a third party verification.
By obtaining this notation, it becomes possible to indicate clearly that the CFP generated during ship construction has been calculated and is subject to a third party verification by ClassNK.
For shipyards, this enables them to externally demonstrate their efforts, supported by a third party verification, to reduce environmental impact during ship construction, including the use of low carbon materials and emission reduction measures in construction processes.
For shipowners and shipping companies, they can use emissions data that reflects efforts such as the use of low carbon materials and emission reduction measures in construction processes by using CFP data for ship construction that has been subject to a third party verification by ClassNK. This is expected to support more accurate Scope 3 emissions disclosure compared with calculations based on general emission factors or default values.
The guidelines are available to download via ‘Guidelines’ of My Page on ClassNK’s website after registration.
https://www.classnk.or.jp/account/en/Rules_Guidance/ssl/login.aspx
*¹ Advanced Environmental Awareness: Carbon Footprint
*² Carbon Footprint (CFP) is the amount of greenhouse gas (GHG) emissions expressed in CO₂ equivalents generated throughout the entire life cycle of a product or service, including raw material procurement, manufacturing, transportation, use, and disposal or recycling.
ClassNK conducts a third-party verification in accordance with ISO 14067, an international standard that specifies requirements and guidelines for CFP calculation.
*³ Indirect GHG emissions that occur in the value chain of a company, excluding Scope 1 and Scope 2 emissions, which are directly generated by the company itself.
9. Green corridors
On June 29, Shenzhen Port Group and Bureau Veritas Marine & Offshore (BV) signed a strategic cooperation agreement in Shenzhen, China. The two parties engaged in in-depth discussions on strengthening collaboration across key sectors and jointly advancing the development of green shipping corridors.
Under the agreement, both parties will leverage their respective strengths and resources to deepen collaboration focused on the development of green shipping corridors and related businesses. Through resource sharing and complementary capabilities they will jointly develop green shipping projects to deliver replicable and scalable outcomes.
Bureau Veritas will provide professional technical support to Shenzhen Port Group and industry players at large, helping them navigate evolving maritime regulatory policies and translate emerging international rules into practical, implementable measures to align domestic and global industry standards. Backed by its comprehensive global business footprint, BV offers end-to-end testing, inspection and certification services covering the entire green fuel industrial chain, spanning renewable energy production to bunkering infrastructure for marine fuels. It has also built extensive hands-on experience in numerous domestic green fuel projects.
Alex Gregg-Smith, President, Bureau Veritas Marine & Offshore, said: “Global decarbonization of the shipping industry requires concerted efforts and in-depth collaboration across the entire industrial value chain. As a world-class port conglomerate, Shenzhen Port Group boasts strengths that are highly complementary to Bureau Veritas’s expertise in technical services and standard-setting. Deepening our partnership is of great significance for the green transition of the shipping sector. We hope this collaboration will serve as a catalyst to align domestic and international standards and jointly develop viable pathways for low-carbon maritime trade.”
Hu Zhaoyang, Secretary of the Party Committee and Chairman of the Board at Shenzhen Port Group, stated: “Bureau Veritas Marine & Offshore is a globally recognized authoritative body in the maritime sector, with a wealth of decarbonization solutions and practical experience for the global shipping industry. Its vision aligns perfectly with Shenzhen Port Group’s green development strategy. Building on this agreement, we will further expand all-round cooperation across relevant fields, and maximize the combined value of Shenzhen Port Group’s diverse industrial application scenarios and BV’s authoritative technical certification capabilities to achieve mutual benefit through complementary strengths.”
10. ETS tips
For those with concern about the arrival of UK ETS, NAVTOR’s performance director Jacob Clausen has a few words of advice to offer when approaching complance challenges.
He asks: “How do you feel about adding another layer of complexity on top of your existing regulatory reality? Not too excited, I imagine.
“The arrival of the UK Emissions Trading Scheme (UK ETS) for parts of the shipping sector (cargo and passenger vessels over 5,000 GT) on 1 July may feel both new and familiar. Familiar as the industry is already well-versed in the emissions reporting requirements of UK MRV (which is extending to include UK ETS), in addition to the financial mechanisms of EU ETS and FuelEU Maritime. New because there’s a fresh set of administrative and commercial implications to get to grips with.
“Now, you could see that as a burden, but, if you take an informed and proactive approach, aided by the right digital technology, is it possible it could also be an opportunity?
One that could lead to improved decision making, operational efficiency and commercial competitiveness?
Here are my top ten tips for transforming that potential into real-world advantage.
1. Don’t underestimate the impact
One of the biggest mistakes companies make with new regulations is assuming they can deal with them later.
We saw this with EU ETS. Some operators initially failed to understand their exposure, only to discover major financial implications they’d failed to plan for. UK ETS may appear manageable today, but it is much harder to solve compliance challenges in hindsight than it is to prepare properly from the outset.
So, understanding your exposure today is the first step towards controlling costs tomorrow.
2. Recognise the commercial nature of compliance
UK ETS is not just a reporting exercise.
Every tonne of emissions now carries a financial consequence. As this form of ‘carbon pricing’ becomes increasingly embedded within shipping, emissions performance will influence commercial competitiveness, chartering decisions and operational planning.
Put simply, inefficient vessels will become more expensive… and less attractive.
This is an especially important point for owners of older tonnage with less efficient designs, who need to really dial down on operational efficiency to stay competitive. So, look for ways to reduce excess fuel consumption by addressing unnecessary use of machinery, optimising machinery efficiency, weather routing, and more.
3. Think beyond today’s requirements
While the initial scope focuses on domestic UK voyages (100% surrender obligations) and voyages involving Northern Ireland (50% surrender obligations), from 2028 additional complexity will arrive with a 50% obligation for commercial voyages to and from the UK.
With this in mind, companies should avoid implementing short-term fixes that only address today’s requirements. The organisations that will thrive are those building flexible foundations capable of adapting as regulations evolve.
4. Treat emissions data as a business asset
Many companies still view emissions data purely as something they collect for compliance purposes.
I believe that’s a missed opportunity.
Emissions data can help model future operations, forecast compliance costs and provide visibility into future UK ETS Allowance (UKA) requirements. That information allows businesses to make informed decisions about procurement strategies, operational improvements and long-term planning.
The value lies not in collecting the data, but in leveraging it to make informed decisions.
5. Be proactive, not reactive
One of the most important lessons from emissions trading schemes is that waiting often costs money.
Companies that understand their emissions exposure early have more options available to them. They can evaluate fuel strategies (e.g. sourcing low carbon fuels), assess operational improvements and consider different approaches to sourcing allowances (such as trading products like Futures on secondary markets).
Those that wait often find themselves paying spot prices and facing financial shocks.
In an increasingly carbon-priced world, foresight translates to competitive advantage.
6. Focus on data quality
Quality is everything in the data world.
To ensure high standards from the outset, your data collection system must have a good validation feedback system at the point of entry allowing data to be fixed at its source. This will minimise the work and costs of addressing it further down the line.
Secondly, it’s important to have a proactive approach to follow-up and rectify errors or potential issues. Here at NAVTOR, for example, we have an expert team of former seafarers liaising with vessels and compliance teams to address issues that may cause data validation issues with verifiers. This is immensely important when settling voyage statements where there is time pressure for getting verified statements, and passing on costs, to the charterer (typically within seven days as defined in BIMCO charter party terms).
It’s also critical for annual statements to ensure data passes through annual verification processes in due time, enabling vessels to obtain their Document of Compliance.
7. Enter data once, use it everywhere
Crews are under continual pressure to deliver increasing amounts of information to multiple stakeholders. Thankfully, today’s advanced digital platforms can ease the burden.
It is now possible to centralise and simplify data collection, so that data is entered once and reused everywhere, establishing ‘a single source of truth’. When operational, voyage and emissions data are aligned, organisations gain greater consistency, fewer errors and significantly reduced administrative workloads.
Most importantly, crews can focus on operating vessels safely and efficiently rather than duplicating reporting tasks.
8. Connect compliance with operations
The most digitally mature organisations don’t treat compliance as a separate activity.
Instead, they connect emissions reporting with operational, technical and commercial insights and decision-making.
The same information used for compliance can also support fuel forecasting, bunker planning, machinery optimisation, voyage analysis and broader performance improvements. Platforms such as NavFleet increasingly enable this joined-up approach by making reliable operational data accessible across business functions.
The result is better decisions, based on better information.
9. Don’t let perfect be the enemy of good
This is especially important for smaller operators.
Too often, organisations become focused on finding the perfect bespoke solution that matches every existing process. The result can be expensive, difficult-to-maintain systems that struggle to evolve alongside industry requirements.
A better approach is to identify your core business needs and select solutions that are standardised, flexible and future-proof. The objective should be to build a reliable data foundation that can support compliance, optimisation and future innovation.
10. See the opportunity in UK ETS
Companies that understand their emissions profile, manage compliance proactively and use data intelligently can gain a competitive edge over less prepared competitors.
Even operators with older tonnage can improve their position through better operational efficiency, smarter planning and more informed decision-making.
In that sense, the winners under UK ETS may not necessarily be those with the newest ships, but those with the clearest understanding of their data and how to use it.
This is your opportunity. Why not seize it?”
11. New IACS chairman
The International Association of Classification Societies (IACS) announce d that, with effect from 1 July, Alex Gregg-Smith, President Marine & Offshore at Bureau Veritas, has assumed the role of chairman of the IACS Council having been elected in December 2025.
In preparation, he chaired the 93rd meeting of the IACS Council (C93) which took place in Busan on 17/18 June where he set out his vision for his term in office. In his opening speech, he highlighted that increasing geo-political upheaval and irregular operating conditions, exacerbated by disruptive technologies, reinforce the need for apolitical, technical leadership from IACS if quality shipping standards are to be upheld across the globe. By speaking with a single, powerful voice, IACS could add significant value to the many technical and regulatory debates that are currently taking place, and which will determine the future shape of the industry.
These priorities were reflected in the subsequent discussions at C93 with the IACS Members focusing on ensuring the highest quality of operations, including enhanced engagement with the Quality Advisory Committee and with International Quality Assessment Review Body (IQARB) a renewed commitment to technical leadership and industry engagement in the ongoing evolution of the Common Structural Rules; and enhanced digital solutions available to IACS stakeholders to be delivered via a comprehensive modernization of the structure and publication of the IACS Resolutions and other publications.
The IACS Council reaffirmed the commitment of its members to provide impartial, non-commercial advice to the IMO and other regulatory bodies, a contribution that continues to be valued by Member States, IGOs and NGOs. Council further emphasised that the role of classification as a cornerstone of maritime safety should be fully recognised, and that classification expertise should be drawn upon from the earliest design stage of maritime safety policies, and consistently across all jurisdictions, so that regulatory measures are informed by practical, in-service experience from the outset.
C93 considered it essential for Class societies to be able to provide uniform minimum technical requirements within their individual rule sets to better assist the industry with the safe and rapid deployment of new technologies and alternative fuels. As such, regulatory oversight should respect the benefits of the Class cycle and the unique, and uniquely valuable, role of Classification in providing international shipping with a globally recognized and enforceable system of independent technical assurance.
The IACS Council also discussed the impending changes to the Paris MoU’s Scoring Methodology for Recognised Organisations (ROs) and highlighted the importance of maintaining confidence in PSC data, when such data are used in decision making and performance assessment – and which is widely relied upon as a key performance indicator across the industry. Council emphasised that such confidence is best safeguarded where the underlying processes are transparent, consistent and proportionate — supported by robust quality assurance of Port State inspections, fair and accessible means for ROs to have findings reviewed where appropriate, and due regard to the limits of ROs’ responsibilities under the international regulatory framework.
IACS is ready to engage constructively with all stakeholders so that the methodology evolves in a way that strengthens, rather than diminishes, trust in this important element of the safety assurance regime.
On other matters, C93 noted the association’s strong engagement at IMO, the substantial progress being made by IACS’s Panels on Safe Digital Transformation and Safe Decarbonisation, and IACS’ engagement with industry across a variety of Joint Working Groups.
Commenting on his appointment and looking ahead, Alex Gregg-Smith said:“It is a great honour to lead IACS at this pivotal time. Class is evolving rapidly and IACS has played a vital role in the global success story that is shipping. While our industry is bigger – and now safer – than ever, we must grasp the opportunities of new technologies and digitalisation to develop new solutions to further drive safety, security and performance.
“I want to underline our work on safety, especially for new fuels and where we are leading the way in the continuous improvement of ships’ structural integrity, through our ongoing evolution of the Common Structural Rules (CSR). Above all, we need to listen to, and work with, our key stakeholders: shipowners, shipyards and flag states, as we develop new technical standards.”
“Shifting geopolitical realities and market dynamics, combined with regulatory uncertainty and fast-moving technological developments all serve to make the role of Class, and IACS, more important than ever. IACS will have to keep evolving while remaining true to our four foundational pillars of Leadership, Technical Knowledge, Quality Performance and Transparency.”
Welcoming Alex Gregg-Smith to his role as IACS Council Chair, Secretary General Robert Ashdown stated: “Alex brings a wealth of experience from previous roles in shipowning and shipbuilding in addition to his work within Class. As IACS’ role evolves to reflect the changing needs of the industry, this background makes Alex ideally qualified to lead the Association as we work increasingly closely with all stakeholders in pursuit of our common objectives of safer ships and cleaner seas.”
12. Kongsberg contract
Kongsberg has signed a new contract with an unnamed customer for the delivery of its market-leading technologies to protect critical infrastructure, highlighting the growing demand for solutions that safeguard high-value assets and resources. The contract value for the project is undisclosed.
“Preventing and detecting threats and attacks are essential to protect people and critical infrastructure. Kongsberg has the solutions and technology to support countries and industries in the geopolitical landscape” said Eirik Lie, President and CEO.
Critical infrastructure includes essential systems such as oil and gas installations, telecommunication cables, energy grids, ports, and transportation networks, which must be protected against a wide range of threats, from cyber-attacks to natural disasters and physical sabotage. The project will focus primarily on underwater surveillance and protection.
“We are pleased to support this major project with robust protection systems that provide access to data and analysis for time-critical decisions. Our technology enables full-scale delivery across air and underwater domains, including situational awareness, response, inspection, surveillance, and monitoring,” said Camilla Kiss, President of Discovery, a division of Kongsberg.
“The contract underpins how the market for infrastructure protection is evolving from recognizing the need, to signing a firm order to implement the right solutions. It is also a proof of how Kongsberg has the technologies and people to serve this growing market,” she added.
13. Dutch truck toll
From July 1, the Dutch truck toll has come into effect. From now on, Dutch and foreign trucks will pay per kilometre driven for using the road network in the Netherlands. The truck toll applies to almost all Dutch motorways and to a number of provincial and municipal roads. At the same time, the Eurovignette has been abolished in the Netherlands and fixed charges for trucks have been reduced. The toll is recorded using a working onboard unit (OBU), which must be linked to a contract with a toll service provider.
Minister of infrastructure and water management Vincent Karremans commented: “Today is the day we have been working towards. After years of preparation, the Dutch truck toll is now in operation. The vast majority of the revenue generated by the truck toll will be reinvested in the road transport sector. By reinvesting these revenues in the sector, the sector can accelerate the transition to electric vehicles. This not only creates a strong business case for transport operators and improves air quality by reducing CO₂ emissions, but recent developments surrounding the Strait of Hormuz have also shown how important it is to become less dependent on energy imports. This measure contributes to that objective as well.”
With the introduction of the truck toll, road users now pay per kilometre driven. The cleaner and lighter the vehicle, the lower the charge per kilometre.. In addition, motor vehicle tax (MRB) has been abolished for trucks with a gross vehicle weight of up to 12,000 kg. For heavier trucks, the MRB has been reduced to the European minimum level. Furthermore, these vehicles will temporarily benefit from a zero rate between 1 July 2026 and 1 January 2027.
A large proportion of the revenue generated by the truck toll will be returned to the road transport sector. These funds will support transport operators through subsidy schemes for investments in zero-emission trucks, charging infrastructure and more efficient transport.
A temporary 22.3% reduction will apply to the truck toll rates from 1 September 2026 until 31 December 2026. At the request of the House of Representatives, the Dutch government has introduced this temporary measure to support the road transport sector in response to the sharp increase in fuel prices resulting from the conflict in the Middle East.
A working onboard unit (OBU) is mandatory for trucks in vehicle categories N2 and N3. During the first six months, the fines for non-compliance will be reduced by 50%. Truck operators who fail to meet the legal requirements may receive a fine.
14. Hijack concerns
The Chair of the Djibouti Code of Conduct/Jeddah Amendment, Metse Ralephenya, Republic of South Africa, issued the following statement on the grave humanitarian situation aboard HONOUR 25.
“The Chair of the Djibouti Code of Conduct/Jeddah Amendment (DCoC/JA), on behalf of the Signatory States, expresses profound concern over the rapidly deteriorating humanitarian situation aboard the Republic of Palau-flagged tanker MT HONOUR 25 (IMO 9109735), whose seventeen crew members have now endured more than two months in captivity following the vessel’s hijacking on 24 April 2026.
“The Chair is equally concerned for the crews of the SWARD (IMO 9174244) and MV EUREKA (IMO 1022823), who continue to be held captive under similarly difficult circumstances. Their continued detention reinforces the urgent need for sustained international efforts to secure the release of all seafarers currently held hostage in the region.
“Against this backdrop, the latest direct communication from the Master of MT HONOUR 25 presents an alarming picture of the conditions facing the crew. While all 17 crew members remain alive, five crew members, including the Master, are now suffering from health problems. Food supplies have reportedly been reduced to rice alone, while the available water is unsafe for drinking. Even more disturbing are reports that armed pirates guarding the vessel recently exchanged gunfire with a rival pirate group that attempted to approach the ship, leaving the crew trapped between competing armed factions and exposed to an immediate and unpredictable threat to their lives.
“The Master’s heartfelt appeal to the international community to ‘help us’ and to ‘ensure that those responsible take urgent action to secure the crew’s release’ is a stark reminder that behind every piracy incident are innocent seafarers enduring fear, deprivation, uncertainty and prolonged psychological trauma.
“The Chair therefore calls for urgent, coordinated and decisive international intervention to secure the immediate, safe and unconditional release of the crews involved in the three incidents. The humanitarian situation has now reached a critical stage, and any further delay significantly increases the risks to the lives, health and wellbeing of those being held hostage.
“Accordingly, Signatory States are calling upon all parties capable of influencing the situation—including the Federal Government of Somalia, the flag State, the shipowner, insurers, humanitarian organisations, regional partners, and the wider international community—to intensify every available diplomatic, operational, humanitarian and legal effort to bring this crisis to a swift conclusion.
“The Chair expresses sincere appreciation to the Secretary-General of the International Maritime Organization (IMO) for his unwavering commitment and steadfast advocacy for the welfare, dignity and safety of the crew of MT HONOUR 25 and other seafarers affected by piracy. His continued leadership has ensured that the humanitarian plight of these seafarers remains firmly on the international agenda and has reinforced the fundamental principle that seafarers must never become forgotten victims of maritime crime.
“The Chair also wishes to commend the relentless efforts of the Government of Pakistan, through its High Commission in London, whose tireless engagement with international organizations, flag State authorities, humanitarian partners and other stakeholders has helped sustain international attention on the plight of the crew. These efforts demonstrate the importance of determined international cooperation in responding to humanitarian crises at sea.
“The Chair further emphasizes that the international community’s responsibility will not end with the release of these crews. The seafarers aboard all of these ships have endured prolonged captivity, deteriorating living conditions, uncertainty, serious health concerns and the constant threat of violence. They are likely to require comprehensive medical care, psychological counselling, trauma rehabilitation and continued welfare support to assist their recovery and reintegration following their release. The wellbeing of these seafarers must remain a priority throughout the recovery process.
“These tragic incidents also serve as a stark reminder that the resurgence of piracy and armed robbery against ships in the Western Indian Ocean and Gulf of Aden remains a serious threat to international shipping, regional stability and the safety of seafarers. While remarkable progress has been achieved through regional and international cooperation under the Djibouti Code of Conduct/Jeddah Amendment, these recent attacks demonstrate that piracy has been suppressed—but not eradicated—and that continued vigilance and sustained international engagement remain essential.
“The Signatory States therefore reaffirm their commitment to strengthening regional cooperation, information sharing, operational coordination and whole-of-government approaches to maritime security through the Djibouti Code of Conduct/Jeddah Amendment. They further call upon all Member States and maritime stakeholders to continue implementing relevant IMO instruments, including SOLAS Chapter XI-2, the ISPS Code, IMO guidance and Best Management Practices (BMP), while enhancing practical cooperation to prevent further attacks and protect seafarers operating in high-risk areas.
“The message from the Signatory States is unequivocal. The safety, dignity and welfare of seafarers are non-negotiable. Every available effort must now be directed towards securing the immediate release of the crew of MT HONOUR 25 and all other seafarers currently held hostage onboard SWARD and EUREKA. Equally important, those who regain their freedom must receive the care, rehabilitation and support necessary to recover from the profound trauma they have endured.”
Issued on behalf of the 22 Signatory States of the Djibouti Code of Conduct/Jeddah Amendment.
15. Charterparty sanctions clause
Stevenson Harwood recently discussed a case during which the Court of Appeal overturned a High Court decision in Tonzip Maritime (Singapore) Pte Ltd v 2 Rivers Pte Ltd (the Catalan Sea) 2026, which held that owners who relied on a charterparty sanctions clause to justify a refusal to comply with an order did not have to prove on the balance of probabilities that compliance with the order would have exposed them to sanctions, but instead were only required to form a reasonable judgement that there was a ‘real risk’ that such liability would arise. For details see the Stevenson Harwood website.
Notices and Miscellany
MGAA
The Managing General Agents’ Association (MGAA), the representative body for Managing General Agents in the UK and the Republic of Ireland, has announced the appointment of Tim Smyth, Chair at Bspoke Group, as its new Chairman.
Tim succeeds Charles Manchester, who steps down following ten years as Chairman of the MGAA. The appointment was formally approved by the MGAA Board and takes effect following the MGAA Annual Conference.
Blue Sky changes
Following upon the successful founding and growth of Blue Sky Maritime Coalition over the past five years, David Cummins is handing control to Richard Byrnes as President and CEO. Byrnes most recently retired from Port of Houston and brings dynamic ideas on how the organisation can fulfil its mission and grow its ranks.
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
“So tell me, Mrs. Smith,” asked the interviewer, “have you any other skills you think might be worth mentioning?”
“Actually, yes,” said the applicant modestly. “Last year I had two short stories published in national magazines, and I finished my novel.”
“Very impressive,” he commented, “but I was thinking of skills you could apply during office hours.”
Mrs. Smith explained brightly, “Oh, that was during office hours.”
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