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IN THIS ISSUE
1. Now wipe your feet
2. Beating the bond market
3. Firefighting support
4. MASS deliberations
5. Perfect storm
6. Equality award
7. Invalid notice of readiness
8. Rescue guide
9. Ship to ship standard
10. Quayside oprations
11. Scholarship initiative
12. EEDI index
13. Hong Kong electrification
14. Maritime Safety Committee
15. Disaster planning
16. Nuclear propulsion
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Now wipe your feet
By Michael Grey
As this is being written, and if nothing more untoward occurs, the little expedition ship Hondius is due to arrive at Rotterdam after her grim encounter with the deadly Hantavirus on her latest cruise in Southern waters. The crew, who have been operating this ship in what appears to have been heroic circumstances, will be received by the quarantine authorities and closely monitored until they can be pronounced free from any further risk of infection. It was not something they would have contemplated as they set sail all those weeks ago for their latest exciting voyage to unusual places.
The ship, one presumes, will be given an exceptionally thorough scrub down. Hondius was a tiddler in cruise ship circles, but the difficulties caused to the authorities in so many countries after the fatalities among passengers, who were dispersing to their home countries through the international airways, surely will have produced some uncomfortable lessons. Oxygen bottles and medics having to be airdropped over Tristan da Cunha, along with desperate efforts to trace people who might have been seated near to an infected ex-passenger on aircraft flying all over the world, were just part of the emerging difficulties. There were only a couple of hundred souls aboard this little ship, but what if it had been a large cruise vessel, with several thousand embarked? It was suggested that a couple of bird watching enthusiasts, who had been tramping around a Patagonian rubbish tip in search of rare feathered friends could possibly have brought the virus on rat droppings on their boots when they returned to the ship had, quite innocently, begun the emergency, Suppose it had been several coachloads of eager cruise passengers, off a really big ship, who had been tramping around the accretions of rodent faeces, as they keenly photographed the wildlife. One would like to think that such possibilities have now been factored in to future cruise programmes.
What with the half dozen big cruise ships which were trapped with their passengers in the Gulf when hostilities began, which nobody in their operational management seemed to have anticipated, cruising has had something of a singular start to the 2026 season. The operation to extract these ships through the so-called mine-infested straits, will be a story in itself. But on cue, while the port health people were digesting the intelligence about the Hondius incident, Ambassador’s vessel Ambition, with 1187 folk embarked, was reporting 48 cases of Norovirus on board and being banned from her French port of call. The authorities, with clearly heightened sensitivity because of the media focus on cruise ship disease, were obviously taking no chances. Those operating cruise ships make the very valid point that most of these common stomach bugs come up the gangway with passengers who minimise any incipient illness because they don’t wish to cancel their holiday at the last minute.
The staff, and on-board medical teams do their best, but these bugs do spread, despite the isolation of those who have become unwell. Port Health authorities are also increasingly reluctant to have hundreds of potential carriers swarming ashore in their jurisdictions from cruise ships, which may well swell existing local intolerance to large-scale tourism. While those running ports and tourist facilities may work hard to market themselves, and encourage cruise ship calls, there is a growing blow-back against the sheer size of giant cruise vessels with their effect upon those who merely reside in these popular places and feel increasingly overwhelmed by tourist “invasions.” Amsterdam, Venice, Barcelona and many other popular tourist destinations on the cruise ship itinerary are now actively discouraging calls, while there is pressure to use less frequented ports, which do not suffer such tourist numbers. However, there may be other health, or safety risks involved with less developed destinations.
It is likely that the larger cruise lines may elect to increasingly develop their own exclusive destinations, such as can already be found in the Caribbean, where the interference with the local population is less intrusive. There have even been suggestions that with so many extraordinary attractions aboard the largest and most exotic cruise ships, it would make perfect sense for them not to go anywhere once their guests are embarked. They would then serve as a combination of theme park and up-market resort; self-contained and employing the local facilities for fresh supplies. Then, after the season has finished, the giant holiday attraction can move on to another long-term berth elsewhere. It would save a lot of expensive fuel. Planning authorities, it might be expected, would require consultation.
Michael Grey is former editor of Lloyd’s List.
2. Beating the bond market
Trump’s real problem is fast becoming the bond market, warned the CEO of one of the world’s largest independent financial advisory organisations recently.
The warning from Nigel Green of de Vere Group came as investors dumped government debt, oil prices surged, and Treasury yields climbed to levels that are beginning to threaten the stock market rally Donald Trump has championed throughout both his presidencies. For more details see his website.
3. Firefighting support
Berg Propulsion has been contracted to supply the propulsion and control systems for four diesel-electric, firefighting offshore support tugs which will be the most powerful vessels of their type ever built in Turkey.
The vessels have been ordered by Smit Lamnalco from builder Uzmar Shipyard and will initially operate in French Guyana, with Berg due to deliver equipment for the first in the series in November 2026. All four tugs will feature bollard pull (bp) capacities exceeding 130 tonnes – remarkable for vessels using this high efficiency solution, and a step up from the largest tugs built by Uzmar to date which feature hybrid-electric propulsion also from Berg.
Built to Canadian naval architect Robert Allan Limited’s (RAL’s) RAmpage 6000-DE design, each 60m length tug will feature twin 4,000kW electric motors. Berg’s propulsive package will include two MTA836 Z drive fixed-pitch azimuth thrusters and two MTT216 controllable-pitch bow thrusters, alongside an MPC800 control system.
“This contract is huge in scope and significant for its commercial and technical impact,” comments Mustafa Müslüm, Managing Director, Berg Propulsion Eurasia. “Following on from earlier projects, we are delighted to work with Uzmar once more on this high-power tug order, and especially on an assignment which involves such an extensive package from Berg.”
With equipment for the last of the Bureau Veritas-classed vessels due for delivery by July 2027, the new order consolidates Berg’s presence in Türkiye, which has become a construction hub for tug innovation.
UZMAR Group of Companies President and CEO A. Noyan ALTUG comments: “At UZMAR, we continue to lead the way in innovative tugboat construction, delivering advanced dual-fuel, methanol, diesel-electric and battery-supported solutions tailored for the evolving needs of global ports and terminals. This diesel-electric project demonstrates our capability to combine high bollard pull performance with efficiency, lower emissions, and operational flexibility.
“We are proud to collaborate with Smit Lamnalco on this important project. Together, we are setting new benchmarks in sustainability, performance, and reliability, reinforcing UZMAR’s position as a global leader in next-generation tug design and construction.”
Adopting a 100%-electric powertrain brings particular benefits for operational responsiveness, Müslüm notes: “Diesel engines are optimized for efficiency at specific ratings and there are limits on flexibility. The all-electric setup provides full torque at any speed. For this reason, many tug owners have come to prefer propulsion systems that are hybrid- or fully-electric.
“In addition, when power needs are high, tugboats lack the onboard space for the larger diesel engines required – which makes compact multi-genset configurations a more practical choice.”
The latest order is significant for Berg’s growing reputation as a provider of tug propulsion solutions for other reasons, he adds. “Rather than producing multiple tugboats rated at 70-80 tonnes bp, the sector is opting for fewer vessels with greater bp capacity per tug. There’s rising demand for higher bp capacity and this trend will continue. The experience we’ve gained through our collaborations with Uzmar is putting us in a strong position to provide the power these operators require.”
4. MASS deliberations
This week in London, the IMO is expected to adopt the MASS Code – the regulatory framework for autonomous and remotely operated ships. It is, by any measure, a significant step forward. But it’s worth being clear about what adoption actually means says Yarden Gross, CEO and Co-founder of Orca AI.
“The Code is non-mandatory. Shipowners can follow it or not. Flag states can implement it or not. There’s no enforcement mechanism, no deadline, no consequence for inaction. The mandatory version won’t enter into force until 2032 – six years from now, during which the technology will have lapped the regulation multiple times.
“When a regulatory body publishes a voluntary code, the message to shipowners is straightforward: this is where things are heading, but you don’t have to act yet. For conservative operators weighing investment decisions, that’s often enough to defer action. What has historically moved industries is mandatory standards with universal application. AIS transponders, ECDIS, load line rules – in each case, adoption remained limited until the mandate arrived, even when the technology was already proven.
“History suggests that voluntary frameworks in safety-critical industries reflect the pace of the slowest movers rather than the most capable ones. And the slowest movers are not the ones absorbing the risk. Human error is implicated in 75–80% of maritime incidents. Fatigue, distraction and the limits of human watchkeeping in demanding conditions are not edge cases; they’re a persistent feature of how ships are operated today. That’s not an abstract risk. It’s the predictable result of an industry where doing nothing carries no formal consequence.
“But there’s a more fundamental problem with waiting. Voluntary frameworks don’t just slow adoption – they entrench the wrong baseline. When human-only watchkeeping remains the unquestioned default, the burden of proof sits entirely with AI-powered decision support. Every incident involving an AI-equipped vessel gets scrutinised. Every near-miss on a conventionally operated ship gets absorbed as normal. That asymmetry distorts how the industry reads its own safety record.
“The 2026–2028 experience-building phase (EBP) is designed to generate real-world evidence that will inform the mandatory MASS Code. What’s less clear is why it needs to start from scratch when substantial operational evidence already exists.
“Earlier this year, for example, Lloyd’s Register (LR) conducted a live vessel trial of Orca AI’s navigation platform – the first time a major class society has independently assessed an AI-based navigation system in real operating conditions. Over five days, covering 828 nautical miles through the Mediterranean including the busy Strait of Messina, the system was tested against the full range of conditions autonomous navigation will need to handle. Across 739 relevant targets – including small, unlit and low-Radar-signature vessels that traditional Radar failed to identify – it achieved 94% precision and 98.6% recall, with zero downtime throughout.
“Moreover, a joint study by Orca AI and P&I club NorthStandard, covering 139 vessels across more than 10.8 million nautical miles, recorded a 52% reduction in high-severity close encounters within 12 months of deployment., improvements held across vessel ages and operating regions, including the most congested shipping corridors.
“This is precisely the kind of evidence the EBP is intended to produce: independent, rigorous, conducted in real conditions by parties with high credibility. The case for engaging with data of this kind now, rather than treating the EBP as the starting point, is straightforward. It already exists.
“That evidence points to something the industry hasn’t yet fully absorbed: the threshold for AI-assisted navigation has already been crossed. Not in a lab, and not in a simulation – but in independent trials, at scale, and verified by leading shipping bodies.
“When that threshold is crossed, the question the industry should be asking is no longer “why adopt AI assistance?” It’s “why not?” Aviation reached this point with collision-avoidance systems decades ago. TCAS [Traffic Collision Avoidance System] didn’t stay optional once the safety case was established – it became the baseline, and operating without it required justification. Maritime is at an equivalent inflection point, even if the regulatory framework hasn’t caught up.
“Making AI-assisted navigation the operational default doesn’t mean removing crews or resolving every question the MASS Code raises. It means treating the unassisted bridge as the condition that needs to explain itself – on safety grounds, on insurance grounds, on operational grounds. The data to support that shift is already there. What’s missing is the willingness to read it as a reason to move, with no exceptions, rather than a reason to feel comfortable waiting.
“The MASS Code is a foundation. The mandatory version in 2032 will matter more. But the companies and operators who move seriously in the intervening years will not be waiting for the mandate – they’ll be building operational expertise, generating the safety data the EBP is designed to produce and setting the performance benchmarks the mandatory code will eventually codify.
More importantly, they’ll have helped determine what the mandatory code actually says. The operators generating safety data now, in real conditions at scale, are the ones who’ll set the performance benchmarks regulators will eventually codify. That’s not a minor thing – it’s the difference between writing the rules and being handed them.”
MASS Code adopted
The International Maritime Organization (IMO) has adopted a new International Code of Safety for Maritime Autonomous Surface Ships (MASS Code) at the 111th session of the Maritime Safety Committee in London.
5. Perfect storm
The global maritime industry’s accelerating return to wind-powered shipping will take centre stage at this year’s Posidonia exhibition in Athens, as the Greek shipping market welcomes the largest-ever showcase of modern wind propulsion technologies at the trade fair.
Held at the Metropolitan Expo in Athens from 1–5 June, Posidonia 2026 will attract thousands of international shipowners, operators, charterers, technology developers, and maritime decision-makers from across the globe. Reflecting the rapid commercial growth of wind propulsion, twenty members of the International Windship Association (IWSA) will be exhibiting or hosting wind propulsion-related events at the exhibition.
As the world’s largest ship-owning nation by deadweight tonnage, Greece continues to play a pivotal role in shaping the future direction of international shipping. The strong presence of wind propulsion technologies and expertise at Posidonia underscores the growing interest among Greek and international shipowners in practical decarbonisation solutions that can reduce fuel consumption, improve efficiency, and support compliance with evolving environmental regulations.
Welcoming the swelling international interest in wind propulsion, IWSA Secretary General Gavin Allwright comments: “So far this year, we have witnessed new project announcements, order confirmations, and installation celebrations almost every week. This is a technology sector and renewable energy solution that is clearly moving into a phase of large-scale commercial adoption.”
IWSA is increasingly seeing fleet-wide investment strategies emerge, with shipowners placing multi-vessel orders rather than limiting deployments to single ships. Currently, there are more than one hundred vessels that either have wind propulsion systems installed or are classed as being ‘wind-ready,’ representing a combined total exceeding six million DWT and marking a nearly three-fold increase since the previous Posidonia exhibition in 2024.
Allwright continues: “Posidonia provides the ideal global platform for the maritime industry to experience first-hand the latest developments in wind propulsion technology, especially given the strategic importance of the Greek shipping market and the international audience the exhibition attracts.”
He concludes: “We are delighted to see so many IWSA members participating across the exhibition floor, conference programme, and member-hosted events. This edition of Posidonia will be the biggest yet when it comes to wind-powered shipping technologies — and the pace of growth suggests the sector will certainly be even larger by the time the industry returns to Athens in 2028.”
6. Equality Award
Japanese maritime academic and former seafarer Professor Momoko Kitada has been awarded the International Maritime Organization’s Gender Equality Award 2026.
The award was presented by IMO Secretary-General Arsenio Dominguez during a ceremony held at IMO Headquarters in London on 18 May to mark International Day for Women in Maritime.
The recipient of the Gender Equality Award is selected each year by a high-level panel and endorsed by the IMO Council, in recognition of their outstanding contributions to advancing gender equality and the empowerment of women in the maritime sector.
The IMO Council at its 135th session endorsed Professor Kitada’s award, in recognition of her work to promote diversity, inclusion and equal opportunities in maritime education and professional development.
Receiving her award, Professor Kitada recounted her experiences growing up, becoming a seafarer and then pursuing an academic career:
“My working class mother always recognized the indispensable link with education and economic stability – particularly important for women and girls. She pushed me to study hard and be economically independent. Standing here today, I reiterate this encouragement, and encourage all women and girls to invest in education for their personal and professional futures.”
She underscored the importance of knowledge and a “true understanding” of gender quality based on active reading, listening and discourse.
IMO Secretary-General Arsenio Dominguez applauded her contribution to the industry: “Professor Momoko takes gender balance from aspirational policy to actual practice. We still have some way to go, but it’s people like her, with her quiet determination and decades-long dedication to research, policy development and capacity-building, who will drive the sector’s progress in this area.”
Her newest publication, Handbook on Gender Mainstreaming in the Maritime Sector, was launched at the event, outlining concrete tools and guidance for improving women’s participation in the maritime sector.
Besides the main award, the following 2026 nominees received Letters of Commendation:
- Marcos Tinti nominated by Brazil
- Mariana Pescatori Candido da Silva, nominated by Brazil
- Eleni Polychronopoulou, nominated by Greece
- Commodore Christine Pauline Bergaño-Diciano, nominated by the Philippines
- Elisa D. Chomi, nominated by the Philippines
- Rear Admiral Mitzie Silva-Campo, nominated by the Philippines
- Christine Duffy, nominated by the Cruise Lines International Association
Nominations for the 2027 Award are open until Monday, 6 July 2026. Find out more: https://www.imo.org/en/ourwork/technicalcooperation/pages/women-in-maritime-recognition.aspx
7. Invalid notice of readiness
In the most recent edition of London Calling Brian Perrott and Colin Chen of HFW look at the issue of when an invalid NOR means no laytime. A recent case* reminds readers of the importance of tendering valid NORs.
An NOR was invalid because it was tendered before the vessel was an “arrived ship” at the disport. There had been no further NOR. The High Court found that the tribunal had decided (without regard to any issue of waiver) that laytime began to run simply when cargo operations commenced.
Finding that the tribunal had erred in law, the judge approved of the following: “Where an invalid notice of readiness is given laytime may not begin even when the ship commences loading or unloading. It will only do so where there is waiver by or on behalf of the charterers of the invalidity by accepting the notice with knowledge of the invalidity, or by loading or discharging with knowledge of the invalidity and without reservation; or if there is otherwise a contractual variation or estoppel”.
As the judge reflected: “on the ground of a supposed “deemed waiver”, there is in my judgment no such legal principle insofar as it differs from an actual waiver”.
This case serves as a reminder that if there is any doubt as to validity in all respects at the time of tender, then the owners should consider re-tendering without prejudice to any previous NOR. In this instance, the charterers were able to avoid paying a substantial amount of demurrage.
*Trans Trade RK SA v Sebat Shipping and Trading Co [2026] EWHC 950 (Comm)
8. Rescue guide
UNHCR, the UN Refugee Agency, the International Maritime Organization (IMO), and the International Chamber of Shipping (ICS) have released a revised Rescue Guide, a tool to help all partners uphold the humanitarian and legal duties to rescue refugees and migrants in distress at sea and bring them to safety.
The revised edition of Rescue at Sea: A Guide to principles and practice in the context of refugee and migrant movements comes as tragic shipwrecks continue to highlight the urgent need for stronger collective action to prevent further loss of life among people fleeing danger or seeking better prospects.
The Guide was launched during an event held at IMO Headquarters in London, United Kingdom (19 May)
In the year marking the 75th anniversary of the 1951 Refugee Convention, the revised Guide underlines the continued relevance and life-saving impact of practical protection action, covering rescuing people in distress at sea, including refugees and migrants, and ensuring safe disembarkation in line with international law. The seas must be treated as a humanitarian space, and the duty to rescue people in distress at sea must be upheld without discrimination, the partners agreed.
“There is an ongoing human tragedy of lives lost at sea during unsafe, dangerous journeys.. We must recognize the tireless efforts of coast guards, navies, search and rescue agencies, and merchant vessels in rescuing individuals in distress at sea – preventing an even higher death toll. Established legal obligations must be translated into concrete action at sea. This revised Guide ensures clarity for Governments and provides practical steps for shipmasters and crews,” said Arsenio Dominguez, Secretary-General, IMO.
“Nobody risks their life at sea, or that of their family, unless desperate to find safety and stability in the absence of safer pathways. Yet, these appalling wrecks cannot be accepted as inevitable. They are preventable,” said Elizabeth Tan, Director of UNHCR’s Division of International Protection and Solutions. “The revised Rescue Guide is a practical tool to help uphold one of the clearest moral and legal duties at sea: to rescue refugees and migrants in distress and bring them to safety. It reflects the shared commitment of UNHCR, IMO and the shipping sector, as well as humanitarian agencies and NGOs, to support States in their primary responsibility to save lives at sea.”
Maritime routes continue to exact a devastating human toll. In 2025, according to data from UNHCR, authorities and partners, the Mediterranean remained one of the world’s deadliest corridors, with 1,953 people reported dead or missing. The South and South-East Asia route saw 892 people recorded dead or missing, out of more than 6,500 Rohingya refugees who attempted perilous sea crossings that year, making this the route with the highest mortality rate worldwide for refugee and migrant sea journeys. Danger extends also around Africa, with the Western Africa Atlantic route claiming 424 lives last year.
Building on the 2015 edition, the newly revised Rescue Guide provides more detailed guidance on applicable legal standards and practical procedures to ensure the prompt rescue and disembarkation of people in distress at sea in locations where they would not be exposed to risks, including the risk of refoulement. Available in six languages (Arabic, Chinese, English, French, Russian and Spanish), the Rescue Guide serves as a global, practical resource for shipmasters, ship owners, State authorities, insurance companies, and all actors engaged in maritime rescue operations.
“The global shipping industry is often the first responder when people are in distress at sea. Ship masters and crews act with professionalism and humanity, frequently going beyond their commercial duties to save lives. This revised Guide provides practical clarity to support those efforts, helping ensure that rescues are conducted safely, predictably, and in line with international law, while reinforcing the shared responsibility across States and stakeholders to deliver timely disembarkation,” said Thomas A. Kazakos, ICS Secretary General.
9. Ship to ship standard
Ship to ship (STS) transfers are an established part of dry bulk operations, and they are growing. As new trading areas and cargo flows emerge, STS operations are expanding into regions where port infrastructure or draft limitations make direct berth access impossible. However, the sector has been doing this without a dedicated standard.
In tanker shipping, STS activity is underpinned by established industry guidance. Dry bulk has had no equivalent framework, despite the added complexity arising from different cargoes, equipment and operating conditions.
INTERCARGO has now published the “Ship to Ship Transfer Guidelines for Bulk Carriers”, setting out the first dedicated standard for these activities in the dry bulk sector.
STS transfers allow cargo operations in locations where ports cannot accommodate the vessel size, required draft or cargo volumes, particularly in regions where infrastructure is limited. However, such operations also introduce additional challenges, including increased operational interfaces, greater personnel involvement and less margin for error when operating conditions change.
The new guidelines are built around the practical realities of conducting STS operations at sea. They address planning, risk assessment, manoeuvring, fendering, cargo handling and emergency response procedures, with practical checklists and operational responsibilities. Together, they bring a consistent framework to operations that until now have had none.
John Xylas, Chair of INTERCARGO said: “Ship to ship transfers in dry bulk are already happening across the industry, and they are increasing. However, a published standard for dry bulk shipping wasn’t available for consistent application and safe operations.
“As STS becomes more widely used, we expect to see greater alignment across operators, charterers, insurers and regulators, so that a more consistent approach becomes the norm for dry bulk operations.”
The guidelines were presented last week at INTERCARGO’s Executive and Technical Committees, semi-annual meetings in Singapore, where shipowners, operators and technical specialists from the sector convened to progress the Association’s agenda on safety, security, environmental stewardship, sustainability, decarbonisation, operational standards including DryBMS, vetting issues, regional port state control requirements, and the human element in dry bulk shipping.
The STS publication was developed through the collective operational experience and technical input of shipowners, operators, marine and technical specialists throughout the sector, reflecting both operational experience and the realities crews face on the water.
The intention is straightforward: to introduce more clarity, consistency and standardisation to how STS transfers are carried out in dry bulk shipping and reduce the operational inconsistency that exists today. As STS activity continues across both traditional and emerging trades, the next step will be wider alignment across the maritime industry. Adoption by operators, charterers, insurers and regulators will shape how quickly these practices are applied in reality, and how quickly a more consistent approach becomes established across dry bulk STS operations worldwide.
INTERCARGO’s Ship to Ship Transfer Guidelines for Bulk Carriers is available from Witherbys.
10. Quayside operations
ABB has introduced the Waterside Automation solution which enables quay cranes to perform a larger share of container handling operations automatically. By automating operations over the vessel and reducing the need for continuous manual control, the solution addresses a key bottleneck in container terminal efficiency and enables a gradual transition toward autonomous quay crane operations.
Today, facing ever-increasing pressure on schedule reliability, many container terminals have already automated much of their yard operations. Quay cranes, however, still rely heavily on manual control, which can limit overall productivity. Drawing on ABB’s expertise in system integration and artificial intelligence, ABB’s Waterside Automation solution increases the level of automation in quay crane operations over the vessel, making the process more consistent and reducing interruptions caused by manual interventions.
A key feature is that the solution enables decoupling of the operator from individual quay cranes. Instead of directly controlling challenging activities like picking up and setting down containers over the vessel, operators will be able to supervise the process and manage multiple cranes from an office environment, allowing terminals to introduce quay crane pooling. This also helps improve workforce flexibility.
ABB’s Waterside Automation solution integrates vision- and movement-based sensor technologies with data analytics and AI to control container position, crane movements, and the vessel environment in real time. Based on this data, the system can automatically execute lifting and positioning tasks, while ensuring safe and consistent crane operations under changing conditions including vessel movements both alongside and across the quay, as well as the impact of weather. It also connects with other handling processes and operator interfaces, helping to coordinate container flows and increase operational efficiency across the terminal.
While similar sensor- and AI-based technologies have been developed and deployed in urban environments, such as semi-autonomous vehicles in public transport systems, ABB has adapted and validated these capabilities specifically for container terminal operations. Crucially, the solution integrates exception handling, stowage confirmation, optical character recognition (OCR), and digitalized work instructions into a coordinated system. This reduces the need for manual verification between steps and supports consistent execution across the full crane cycle.
“ABB, as a system integrator, is in a unique position to deliver this solution and facilitate a stepwise transition towards autonomous quay crane operations,” said Thomas Kumm, Global Technology Manager, Ports, ABB’s Marine & Ports division. “We design and develop our systems to evolve in line with terminal operations and technological development and continue to add new functions as requirements change.”
ABB is a global technology leader in electrification and automation, enabling a more sustainable and resource-efficient future. By connecting its engineering and digitalization expertise, ABB helps industries run at high performance, while becoming more efficient, productive and sustainable so they outperform. At ABB, this is called ‘Engineered to Outrun’. The company has over 140 years of history and around 110,000 employees worldwide. ABB’s shares are listed on the SIX Swiss Exchange (ABBN) and Nasdaq Stockholm (ABB). https://www.abb.com
ABB’s Automation business automates, electrifies and digitalizes industrial operations that address a wide range of essential needs – from supplying energy, water and materials, to producing goods and transporting them to market. With its ~26,000 employees, leading technology and service expertise, Automation helps process, hybrid and maritime industries outrun – leaner and cleaner. https://go.abb/automation
11. Scholarship initiative
Kawasaki Kisen Kaisha, (“K” LINE) and Akademi Laut Malaysia (ALAM), Malaysia’s leading maritime education and training institution have signed a memorandum of understanding (MoU) to provide a scholarship program for ALAM students. This represents “K” LINE’s first initiative to nurture maritime talent in Malaysia.
The objectives of the scholarship program are to foster the development of outstanding human capital who will play key roles in the future maritime industry, and to support ALAM students building their academic and maritime career pathways. Through this program, students will be provided with financial support and shipboard training opportunities aboard ships managed by the “K” LINE Group. This will create hands-on learning and training in practical operations, supporting students’ future growth as maritime professionals.
To date, “K” LINE has focused on the global development of maritime human resources. Through this initiative, “K” LINE and ALAM will contribute to the development of maritime education in Malaysia and promote the sustainable cultivation of maritime human resources.
Visit https://www.alam.edu.my to know more about ALAM.
12. EEDI index
The Korean Register (KR) has published the ‘Numerical Calculation Guidelines for the Determination of the Attained EEDI [Energy Efficiency Design Index], developed through a joint research initiative with HD Hyundai Heavy Industries(HD HHI) and Samsung Heavy Industries(SHI).
The guidelines establish a standardized methodology for numerical analysis based on Computational Fluid Dynamics (CFD), providing an alternative to the conventional physical model testing previously used to verify vessel energy efficiency.
As the International Maritime Organization (IMO) continues to tighten greenhouse gas reduction regulations, the shipbuilding industry has been actively adopting a range of energy-saving technologies, including air lubrication systems and wind-assisted propulsion systems, to improve energy efficiency and reduce carbon emissions.
Historically, demonstrating the energy-saving performance of such technologies required physical model testing using scaled vessel models in large towing tanks or wind tunnels, resulting in significant time and cost burdens.
In contrast, CFD-based numerical analysis, which uses computer simulations to precisely calculate the flow of water and air around a hull, has emerged as a promising alternative. However, differences in analysis conditions and simulation settings can lead to variations in results, highlighting the need for objective and consistent verification standards.
The newly published guidelines systematize the procedure for determining the EEDI reference speed (Vref) using CFD-based numerical calculations into three stages: qualification; validation and calibration; and main computation. The guidelines also clearly define analysis methodologies and reporting standards to ensure the reliability and reproducibility of results.
Of particular significance is the inclusion of detailed modeling requirements and classification verification criteria for evaluating the performance of air lubrication and wind-assisted propulsion systems, areas not yet fully addressed in the guidelines of either the IMO or the International Association of Classification Societies (IACS).
The guidelines were developed in collaboration with two of Korea’s leading shipbuilders, HD HHI and SHI, incorporating practical design experience and validated performance data from actual ship design and engineering practices. This is expected to enhance the efficiency of the classification approval process and contribute to reducing design and analysis lead times at shipyards.
KR Executive Vice President, Kim Daeheon commented: “Through this joint development, we have established an advanced technical standard that enables the maritime industry to proactively respond to international regulatory requirements. We will continue to expand our technical support to strengthen the shipbuilding industry’s digital engineering capabilities and lead the market for environmentally friendly vessels.”
The guidelines are available to customers through KR’s technical support services.
13.Hong Kong electrification
Wah Kwong NatPower Holdings (Wah Kwong NatPower) has recently signed a Memorandum of Understanding (MoU) with Chu Kong Shipping Enterprises (Group) (CKS), a subsidiary of Guangdong Provincial Port & Shipping Group Company Limited. The two parties have agreed to establish a cooperative framework based on the principles of mutual benefit, complementary strengths and collaborative development, with a focus on advancing industries related to the electrification of Hong Kong’s waterborne transport. The MoU lays the groundwork for further exchanges and business exploration.
Under the MoU, the two parties will engage in in-depth discussions aligned with the shipping industry’s low-carbon transition, focusing on areas including electric vessel construction and technological innovation, charging and battery-swap networks at Guangdong–Hong Kong terminals, and the overall promotion of water transport electrification in Hong Kong. Both sides will share industry information and jointly explore relevant policy and technical developments.
The MoU was signed by Vincent Ni, the General Manager of Wah Kwong NatPower. Ni noted that establishing industry-wide collaborative mechanisms is essential to translating low-carbon transition concepts into tangible outcomes. He stated that water transport electrification is a systemic endeavour that requires close coordination across the entire value chain. The cooperation with CKS reflects a shared vision for the development of water transport electrification in Hong Kong and the Greater Bay Area. He added that Wah Kwong NatPower looks forward to pursuing pragmatic discussions and identifying application-driven collaboration opportunities to contribute to the sustainable development of the industry.
The shipping industry is entering an accelerated phase of green and low-carbon transition. As a leading hub for maritime innovation, the Guangdong–Hong Kong–Macao Greater Bay Area is advancing the deployment of electric vessels alongside the development of supporting infrastructure.
At the same time, the region is building an interconnected green energy ecosystem, expanding shoreside charging networks and promoting standardisation across charging and battery-swapping systems. This coordinated approach is critical to enabling seamless cross-regional operations and overcoming key energy replenishment challenges.
Wah Kwong NatPower is focused on advancing the global shipping industry’s energy transition. Leveraging the combined expertise of Wah Kwong Maritime Transport Holdings Limited and NatPower Marine, the company is actively developing clean energy, shore power, and related infrastructure solutions.
CKS, a wholly owned subsidiary of Guangdong Provincial Port and Shipping Group Company Limited in Hong Kong, brings strong operational capabilities and extensive experience in port logistics and waterborne transport. The signing of this MoU marks a significant step forward in accelerating maritime electrification, combining the complementary strengths of both organisations.
Together, the parties will deepen collaboration to explore practical, scalable pathways for water transport electrification, aligned with Hong Kong’s specific operating environment and broader industry trends.
Following the agreement, both parties will establish a joint working group and structure collaboration framework to accelerate project development, identify priority opportunities, and bring forward tangible infrastructure solutions.
14. Maritime Safety Committee
IMO Secretary-General Arsenio Dominguez opened the 111th session of the Maritime Safety Committee of the International Maritime Organization today, which brings together IMO’s 176 Member States to discuss issues related to the safety and security of international shipping.
Key items on the agenda (13 to 22 May) include the adoption of the first non-mandatory Code to regulate autonomous ships, enhancing maritime security, updates on piracy and armed robbery against ships, and efforts to develop a a safety regulatory framework for alternative fuels.
The Committee will also discuss the impacts on shipping and seafarers of the situation in the Arabian Sea, the Sea of Oman and the Gulf region, particularly in and around the Strait of Hormuz.
Opening the session, Secretary-General Dominguez highlighted the ongoing challenges in the Strait of Hormuz, including 38 verified attacks on international shipping, 11 seafarer fatalities with around 20,000 still effectively stranded. IMO has developed an evacuation plan for vessels and seafarers, to be implemented once it is safe to do so.
“These seafarers are facing sustained security threats and severe psychological pressure. This is an unacceptable situation for a civilian workforce…. The longer this situation persists, the greater the risk of a serious maritime incident,” he said.
15. Disaster planning
The Centre for Disaster Protection (the Centre) has announced the launch of Labs, a new innovation platform designed to accelerate practical solutions that help governments better plan, finance, and respond to disasters. The Centre also confirmed the appointment of Conor Meenan as Head of Labs, leading the initiative.
Labs will work with governments and partners to co-design open, practical tools that improve how countries prepare for and finance disasters. By bringing together government decision-makers, technical experts, and practitioners, Labs will develop solutions that are grounded in real policy needs and designed for use in real-world decision-making and solution design.
Labs is guided by three principles: Bold, Open, and Grounded. This means prioritising solutions that respond to the scale and complexity of modern disasters; working collaboratively and sharing knowledge openly; and developing tools that are firmly rooted in real policy and operational needs, recognising that innovation is needed to accelerate the shift towards more effective and scalable pre-arranged disaster risk financing.
16. Nuclear propulsion
With demonstration projects now underway – including a nuclear-powered LNG tanker and an offshore vessel – the debate is shifting from whether nuclear shipping is possible to how it can be delivered. Jan Emblemsvåg, Professor at the Norwegian University of Science & Technology (NTNU)’s Department of Ocean Operations and Civil Engineering in Ålesund, argues that the key barriers are no longer technical, but regulatory, commercial and political.
Nuclear propulsion is returning to the maritime agenda through projects now taking shape in Norway.
Two demonstration concepts are in development: a nuclear-powered LNG tanker, backed by Knutsen OAS, and a specialised offshore vessel being developed with Island Offshore. This work is supported by a broader research and industrial effort – including the recently completed NuProShip II project – where ship designers, class and operators are examining how small modular reactors can be integrated into real vessel concepts.
The focus is no longer on whether nuclear propulsion is possible but on how it can be implemented – and what stands in the way.
This is not a new idea. When the US Maritime Administration-owned NS Savannah entered service in the 1960s as the world’s first nuclear-powered merchant vessel, nuclear propulsion was widely seen as a future option for commercial shipping.
But then everything stalled. Fossil fuels remained cheaper, and the administrative burden – particularly around port entry – was difficult to manage. Prevailing reactor designs would also have struggled to meet later regulatory requirements. The vessel itself, combining passenger and cargo functions, proved commercially inefficient.
Nuclear propulsion, however, did continue in naval fleets, where governments can absorb costs and risks that are not acceptable in commercial operations.
Earlier concepts relied on light water reactors (LWRs), including boiling water and pressurised water designs. These operate under high pressure and require large emergency planning zones, which makes them difficult to use in commercial ports. Their association with past accidents has also shaped perception.
Recent work, including the Nuclear Propulsion for Merchant Ships (NuProShip) I and II projects, has focused on Generation IV reactors and small modular reactor (SMR) concepts in the 5–55 MW range.
A structured selection process based on technical and operational criteria identified three reactor types with potential for maritime use:
• Molten Salt Reactors (MSR), suited to large ocean-going cargo vessels
• High-temperature Gas-cooled Reactors (HTGR), with lower output and engine-like performance
• Liquid Metal Fast Reactors (LFR), suited to stationary or floating assets with stable load
There is no single solution for all ship types. Different reactor concepts are likely to be used in different segments.
Work under NuProShip II, led by VARD, includes the development of a concept design for a nuclear-powered offshore construction vessel. The study examines the integration of a helium gas-cooled reactor as the primary power source, including implications for vessel layout, safety and system performance in a DP environment. The project is funded by the Research Council of Norway, reflecting a broader national focus on advancing nuclear propulsion in maritime applications.
For commercial use, safety must be built into the reactor itself rather than relying on complex active systems.
The selected concepts use passive safety characteristics, allowing the reactor to stabilise or shut down without external intervention under abnormal conditions.
Fuel design is also central. TRISO fuel – made up of uranium particles individually coated in multiple protective ceramic layers – has been prioritised for its ability to withstand very high temperatures and retain fission products under extreme conditions. In practical terms, this means the fuel itself acts as a containment barrier, reducing the potential impact of scenarios such as loss of coolant and limiting the risk of material release or misuse.
The technical challenges are increasingly understood. The focus is now on how these systems perform in real operational contexts.
Projects such as NuProShip II indicate that nuclear-powered offshore vessels are technically achievable under defined assumptions, including integration with dynamic positioning (DP) systems and high-redundancy power architectures.
The economics are also being reassessed. Initial analysis suggests that nuclear propulsion could become cost-competitive with fossil fuels under certain conditions, particularly if production moves from project-based delivery to a manufacturing approach. Scaling production would allow development costs to be spread across multiple units.
The main challenges now lie outside engineering.
Nuclear-powered merchant vessels do not fit within a single regulatory framework. They sit between maritime law, nuclear regulation and international agreements.
Work has started at the International Maritime Organization (IMO), and class societies including Lloyd’s Register, DNV and ABS are engaged. However, developing full regulatory frameworks can take decades.
Projects such as NuProShip II also highlight the need for clearer rules, greater industrial experience and broader acceptance. Without this, technical feasibility alone is not enough to enable deployment.
One proposed approach is for countries to establish agreements covering port access, liability and insurance, allowing projects to move forward in advance of a complete global regime.
The International Atomic Energy Agency (IAEA) has stated that safety, security, safeguards and liability issues can be addressed but progress depends on political will.
Interest in nuclear propulsion is tied to the wider challenge of decarbonising shipping.
Large vessels remain dependent on fossil fuels. Alternative fuels have been proposed but their scalability is uncertain. Replacing current marine fuel consumption with green ammonia, for example, would require a very large share of global energy production capacity.
This limits the number of viable long-term options for deep-sea shipping.
Nuclear propulsion is not yet in commercial use but development is moving forward, with Norway currently at the centre of activity.
Demonstration projects are being defined, vessel concepts are being tested and regulatory work has begun. The work will continue beyond NuProShip II with a new research centre led by NTNU focused on applied and industrialised nuclear technology, supported by the Research Council of Norway and industry partners.
The next phase will depend less on engineering progress and more on how frameworks for operation, liability and acceptance are established.
If these develop in parallel, nuclear propulsion could become a viable option in parts of the shipping market where alternatives are limited.
These questions – spanning technology, regulation, safety and commercial models – will be explored further at the upcoming International Conference on Nuclear Propulsion for Shipping in Ålesund on 9 June, where industry, regulators and researchers will meet to discuss how nuclear propulsion can move from concept into practical application.
Notices and Miscellany
HIVE Underwriting Ltd. (“HIVE”) has announced the appointment of James Lee as Non-Executive Director, with effect from 19th May 2026. He brings over 40 years of experience in the Lloyd’s market, including more than two decades at Atrium Underwriters Ltd., where he served as Agency Managing Director and Group Chief Operations Officer. During his tenure, he played a central role in the firm’s operational development and long-term performance, helping to build a resilient and scalable underwriting platform.
Security Matters Live
Security Matters Live will take place at the Coventry Building Society Arena on 2 July 2026. Security Matters Live is a single-day, free-to-attend conference and exhibition, which is uniquely co-located with Fire Safety Matters Live. Join 1000+ of security and fire professionals for a day of learning, networking and seeing all the latest secruity innovations and technology. This event is perfect for installers, consultants and end users.
For details see https://registration.securitymatterslive.co.uk/register
All about ports
As an international conference accompanied by an exhibition, all about ports will address key future topics in port logistics on 2 and 3 September at the CCH – Congress Center Hamburg – alongside SMM, the world’s leading maritime trade fair. The conference programme has been finalised and ticket sales have begun.
The event takes place in parallel with SMM and alongside LogiNext, Europe’s new conference for digital innovation in logistics, accompanied by an exhibition.
Tickets and further information are available at https://www.allaboutports.de
Admission to all about ports is included in the SMM ticket.
Data driven solution
Shipping today faces rising CAPEX risk, volatile operating costs, and increasing scrutiny from regulators, banks, insurers, and charterers. Shipowners need smarter, data-driven solutions to improve performance, manage risk, and maximize asset value. Bureau Veritas will be holding an event to discuss the issues at Posidonia on 4th June. For details see their website.
Please notify the Editor of your appointments, promotions, new office openings and other important happenings: contactus@themaritimeadvocate.com
And finally,
With thanks to Paul Dixon
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