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IN THIS ISSUE
1. Activism โ the replacement religion
2. Lรผddeke Prize
3. Hague-Visby rules
4. Packaging issues
5. Yen surge
6. Sustainable fuel
7. Shipping law analysis
8. Emission reductions
9. Mercy Ships agreement
10. Mass-balance terminal pathway
11. Hydrogen guidelines
12. Transfer training
13. Nord Gas
Notices & Miscellany
Readersโ responses to our articles are very welcome and, where suitable, will be reproduced: Write to: contactus@themaritimeadvocate.com
1. Activism โ the replacement religion
By Michael Grey
The doorbell rang just as I had taken a huge bite of my lunchtime sandwich. I opened the door to find a young man festooned in lanyards and wearing a T-shirt revealing himself to be an environmental activist. โHi-how are you?โ – he enquired, oblivious to a large sign adjacent to the door designed to discourage cold-callers from our premises. Those soliciting financial donations consider themselves to be superior to your average caller wanting to tarmac your drive, or fix the roof. I donโt usually exchange more than a few curt words with folk from this well-known organisation, other than pointing out that as a former professional mariner, I consider the โdirect actionโ which is their trademark, is just one step removed from piracy or terrorism.
He revealed himself to be a former MN cadet, who had decided that seafaring was not for him, so I was interested to learn more about his transfer into the ranks of environmental activism. His particular compulsion was the degradation of corals though bottom trawling and he seemed well informed on the subject, which is not something anyone should take lightly. For my part, I told him about an incident which had occurred to an old shipmate, when he was master of a very large laden bulk carrier, manoeuvring off a lock on a narrow tidal window. The pilot had asked for the starboard anchor to be lowered to the bottom to arrest the swing, when the Chief Officer transmitted the alarming news that there were some idiots in a rubber boat under the bow and a maniac in a high-viz jacket had attached himself to the cable. My visitorโs brief cadetship was sufficient to permit him to agree that a stunt of this kind, with the ship at risk of grounding and causing massive pollution, was one reason why shipmasters strongly disapprove of his organisation, to put it mildly. My old shipmate said that it had aged him ten years in half an hour, while the police dragged the ecoterrorist to safety.
But you never really convince people so subsumed with their own virtue that reason and common sense are completely absent. Such protests, which risk life and limb, serious accident, vast chaos and confusion are now so frequent that they rarely are more than a nuisance. You canโt argue with someone bawling โjust stop oil!โ through a loud hailer, just where you want to cross the road. However, extrapolating this noisy zeal to risking the wreck of an 80,000dwt coal carrier is something else, but all seems to have the same miserable equivalence in their warped mindset. If you object to their cause, which has been instilled into their minds from infancy by Leftist teachers, you are undoubtedly evil. You might say that protest is a sacred right in any democratic country, although such a declaration is probably wearing a bit thin through overuse. Goodness, they have just made a film about the Peasantsโ Revolt, when the protesters butchered the Archbishop of Canterbury to reinforce their claims. But circa 2026, there seem to be an awful lot of them, with scarcely a weekend when London is not blocked up with โhatemarchesโ, farmersโ tractors and thousands protesting about gender causes.
Even during the working week, there are sufficient numbers of activists able to shriek about โcarbonโ outside the IMO offices in Lambeth, enthused by the attractive notion that 60,000 merchant vessels can be switched over to some innocuous and sweet-smelling no-carbon fuel, at the touch of a button. Reason seems often in short supply, and it is not an original thought to point out that activists of every stripe are very selective about the causes for which they are willing to be active. It has been observed, for instance, that it is difficult to find a protester outside the IMO building, who will confess to be remotely activated by maritime safety, which was the purpose of the organisation in the first place.
Thousands are galvanised by Gaza and the actions of Israel, but remain unmoved by Sudan, or so many other horrors, all over the world, perpetrated by governments to which democracy is a dirty word. Nobody appeared to be marching in support of the 6000 seafarers who are still immured aboard vessels stuck behind the Strait of Hormuz, or to mourn the lives of those killed and badly injured by missiles and drones. But as it has frequently been pointed out, seafarers are on the waves, but donโt make them.
Michael Grey is former editor of Lloydโs List.
2. Lรผddeke Prize
The Nautical Institute is calling on all maritime students and cadets to put themselves forward for nomination for the 2026 Lรผddeke Prize, an annual award celebrating achievement, professionalism and commitment among the next generation of maritime professionals.Entries are open until 27 November 2026.
The prize commemorates Captain Christof Ferdinand Lรผddeke FNI, a master mariner with a distinguished seagoing career who went on to become a respected author and legal expert in maritime claims.
His commitment to professional integrity, clarity of practice and maritime education continues through an award designed to encourage young people beginning their careers in the industry and recognise those demonstrating the qualities on which the future of the maritime profession depends.
Captain John Lloyd FNI, Chief Executive of The Nautical Institute, said: โThe maritime industry will depend on a new generation of professionals who are technically capable, committed to learning and prepared to take responsibility throughout their careers.
โThe Lรผddeke Prize gives us an opportunity to recognise people at the beginning of that journey. It celebrates achievement, but it also reflects Captain Lรผddekeโs belief in education, professional standards and the importance of continuing to develop throughout a maritime career.
โWe would encourage maritime students from around the world to take part and give us an insight into their ambitions, their experiences and the contribution they hope to make to our industry.โ
The international nature of the prize was reflected in the 2025 awards, when John Emmanuel Espiritu of the Maritime Academy of Asia and the Pacific and IMEC in the Philippines was named winner, with Danny Christian Jumayao of John B Lacson Colleges Foundation in the Philippines and Cadet MD Mehedi Hasan of Bangladesh Maritime University named joint runners-up.
Reflecting on receiving the 2025 prize, John Emmanuel Espiritu said: โI am deeply grateful to be the recipient of the 2025 Lรผddeke Prize by The Nautical Institute. This recognition is not just a personal achievement, rather a reflection of the lessons, values and standards set by the Maritime Academy of Asia and the Pacific in shaping cadets to become world-class seafarers, contributing to the Philippinesโ growing credibility in the global maritime industry.โ
Joint runner-up Danny Christian Jumayao encouraged other maritime students to continue pursuing their ambitions: โThe Lรผddeke Prize 2025 is one of the most beautiful plot twists in my journey โ a blessing as I draw near the end of my academic chapter. Life will test and knock us down, but it is by choosing to stand up, keeping our faith in the Lord, and giving our best each day that dreams endure.โ
Cadet MD Mehedi Hasan added: โReceiving The Nautical Institute Maritime Student of the Year โ Lรผddeke Prize 2025 is a profound honour for me. It affirms my commitment to professionalism, leadership and excellence at sea, and inspires me to serve the global maritime community with integrity, responsibility and lifelong dedication to learning.โ
Further information and details on how to enter are available at:
3. Hague-Visby rules
Chris Metcalf of HFW has written an opinion piece on a new judgment with reference to the Hague-Visby rules. The details of the case are to be found on the HFW website.
The Court of Appeal has handed down its judgment in the case TAIKOO BRILLIANCE, an interesting case involving a number of questions relating to the Hague-Visby Rules (HVR) time bar. It started with the arrest of the NAVIOS KOYO in Singapore in September 2020. The cargo interests arrested the vessel and commenced proceedings in the Singapore High Court for the purpose of obtaining security in support of a London arbitration. Although the Singapore court proceedings were commenced within time, the cargo interests did not commence arbitration within the time required by the arbitration agreement in the bill of lading.
4. Packaging issues
The International Union of Marine Insurance (IUMI) is highlighting the often-overlooked risks that non-compliant wood packaging material (WPM) can create for international cargo shipments.
A new guidance paper from IUMI examines the insurance implications of non-compliance with International Standard for Phytosanitary Measures No. 15 (ISPM 15), which governs the use of wood packaging material such as pallets, crates and dunnage in international trade.
IUMI Secretary General Lars Lange explains:โWhile ISPM 15 is primarily a plant-health measure, its enforcement can create significant operational and financial consequences for the marine cargo sector. When non-compliant WPM is identified, authorities can detain shipments, require emergency treatment or fumigation, order repacking or destruction of the packaging, or require the consignment to be returned to its origin. The key message for marine insurers is that in the great majority of cases, the cargo itself will be undamaged – ISPM 15 non-compliance is usually not about physical damage to the cargo, it is about the disruption and costs that can arise when a regulatory authority intervenes.โ
Although ISPM 15 has been in place for more than 20 years, a sizeable share of cargoes are still being shipped using WPM that is either unmarked or incorrectly marked rather than actually contravening the treatment requirements. Whilst the USA accounts for the majority of all notifications, ISPM 15 has been adopted by all the worldโs major trading economies and rejections due to infringements occur in many countries around the world. Therefore, ISPM 15 should be applied across all jurisdictions equally and not limited to those regions where enforcement is thought to be strongest.
There is a further warning concerning fraud: โWPM marking is not difficult to forge and where authorities find a marked WPM to be infested, many will treat the marking itself as fraudulent rather than simply non-compliant. In some jurisdictions, notably the USA, cases have resulted in large civil penalties and even felony convictionsโ, said Lange.
The IUMI paper recommends a number of straightforward preventive measures. These include sourcing WPM from appropriately registered treatment providers, carrying out visual checks before loading, verifying that International Plant Protection Convention (IPPC) marks are present and legible, and retaining treatment certificates, batch records and supplier registration evidence. IUMI also recommends applying the same checks irrespective of the shipment’s destination.
The paper further highlights the particular exposure created by groupage and consolidated shipments, where a single shipper’s non-compliant dunnage or packaging can result in regulatory action affecting multiple unrelated cargo interests.
For insurers, IUMI recommends recognising WPM sourcing and documentation practices as part of understanding the cargo risk, while recognising that documentation alone cannot substitute for effective operational controls.
The key messages are summed up by Pascal Dubois, Chair of IUMIโs Loss Prevention Committee:โIn most cases ISPM 15 non-compliance is not about physical damage to insured cargo, it is about operational disruption such as detention, fumigation, repacking and delay cost. Although responsibility for compliant WPM typically rests with the shipper or packer, insurers should be aware that the supply chain behind a single pallet is often longer than it appears, which may complicate attribution and recovery. Lastly, simple, low-cost preventive measures such as the use of registered treatment providers and verifying IPPC marks and the package condition before loading can meaningfully reduce the likelihood of a rejection.โ
IUMIโs guidance paper is available to download here: https://iumi.com/policy/position-papers/ispm-15-guidance-to-avoid-the-risks-associated-with-non-compliant-wood-packaging-material/
5. Yen surge
The yen is closing in on its strongest level this year, a move that demands every global investor revisit their portfolio given how far-reaching the impact of this currency swing could be, warns the CEO of financial advisory giant deVere Group.
The comments from Nigel Green come as the yen surged to 152.89 per dollar, its strongest level since February, having traded near 160 barely a week earlier.
Behind that jump is one of the biggest unwindings of borrowed money the currency markets have seen in decades, with a Bank of Japan meeting on September 18 adding fresh urgency to the swing.
He says: โPut simply, an enormous amount of money around the world has been borrowed cheaply in yen and pumped into other investments.
โRight now, that trade is unravelling fast, and when a trade this size unwinds, it shows up in ordinary portfolios around the world.โ
For years, big investors have borrowed yen at rock-bottom cost and used the cash to buy higher-returning assets elsewhere, everything from US tech stocks to bonds in developing economies.
It has been one of the most popular trades in the world, worth an estimated 360 trillion yen, or around $2.35 trillion.
โThe trouble starts when the yen itself rises. Those borrowed positions suddenly cost more to hold, and the investors behind them are forced to sell what they bought in order to pay the loan back,โ explains the deVere CEO. โThis is not some abstract trading-desk story,โ
โWhen investors have to sell in a hurry to cover a currency bet gone wrong, they sell whatever they hold, and that can mean stocks, bonds and funds that ordinary savers are invested in too, often through their pension or their workplace retirement plan.โ.
What makes this particular move unusual is that it was not triggered by a piece of economic news or a surprise decision from a central bank.
It was set off by automatic sell orders built into trading systems, designed to fire once the currency hit certain levels.
โMoves like this tend to overshoot before they calm down, and this overshoot is where the real damage to portfolios often happens.โ
The yen has also jumped nearly 5% this month against currencies popular with the same kind of borrowed-money trade, including the Mexican peso and the Turkish lira, showing how far the ripple effects reach beyond Japan.
โAnyone holding Japanese shares is looking at a mixed picture,โ he notes.
โCompanies that sell heavily overseas, carmakers and electronics manufacturers among them, take a real hit because the money they earn abroad is worth less once it comes home, while businesses that sell mainly inside Japan or rely on imports can actually come out ahead.
โIf you hold US shares or other investments that were quietly propped up by cheap yen borrowing, you can see sudden swings in value even though nothing about the company itself has changed,โ says Nigel Green.
โAnd if your pension or investment portfolio is simply spread across different countries and currencies, this is a reminder that currency moves alone can add to or take away from your returns, regardless of how well the underlying investments are actually doing.โ
Traders are now watching whether the yen breaks through 152 as the next marker in this unwinding, with markets pricing a 97% probability that Japanโs central bank raises interest rates by a quarter point, to 1.25%, at this monthโs meeting.
โA break below 152 would likely push the yen even stronger and could deepen what is already one of the biggest currency stories of the year.
โSome analysts are already talking about the yen pushing into the mid-140s if this keeps accelerating.
โInvestors have spent the summer focused on inflation and interest rates,โ says Nigel Green.
โRight now, the currency market deserves just as much attention, and anyone who has not checked how exposed their portfolio is to the yen could be more at risk than they think.โ
6. Sustainable fuel
The first certification has been issued under โClassNK SCSโ*ยน, the sustainable aviation fuel (SAF) certification scheme operated by Nippon Kaiji Kyokai (ClassNK). This marks the entry into full-scale operation of ClassNK SCS, which in October 2024 became the first scheme in Asia to be approved by the International Civil Aviation Organization (ICAO). The certification was issued by Nippon Kaiji Kentei Quality Assurance Ltd.*ยฒ (N3KQA), acting as the certification body, to Kowanomori Co., Ltd. (Kowanomori)*ยณ, a lumber producer.
As a result, SAF-related economic operators now have a new optionโdemonstrated through an actual certification caseโof obtaining SAF certification based on ClassNK SCS from a certification body in a manner suited to regional circumstances. An environment is now in place to support the development of SAF supply chains in each region from a certification standpoint.
Applications for certification under ClassNK SCS are being accepted on an ongoing basis.
In the international aviation sector, the reduction of carbon emissions is required under CORSIA*โด (Carbon Offsetting and Reduction Scheme for International Aviation), implemented by ICAO. SAF can significantly reduce COโ emissions compared with conventional jet fuel. However, for SAF to be recognized as a CORSIA Eligible Fuel (CEF)*โต, all economic operators subject to certification along the supply chain must obtain certification from a certification body operating under a SAF certification scheme (SCS) approved by ICAO.
Future Outlook
As the first ICAO-approved SAF certification scheme in Asia, ClassNK will continue to expand its network of certification bodies while leading the development of a SAF certification framework in Asia and beyond.ใThrough these efforts, ClassNK will support the development of an international supply chain for CORSIA Eligible Fuel and the expansion of SAF supply, thereby contributing to the decarbonization of the international aviation sector.
SAF-related economic operators considering certification under ClassNK SCS are invited to contact ClassNK.
Notes
*ยน ClassNK SCS (SCS: Sustainable Certification Scheme)
Approved by the Council of ICAO (International Civil Aviation Organization), a specialized agency of the United Nations, in October 2024. It is the world’s third and Asia’s first SAF certification scheme, and commenced operation in August 2025. For more information about ClassNK SCS, please visit the website.
*ยฒ Nippon Kaiji Kentei Quality Assurance Ltd. (N3KQA)
An inspection and certification body established in 1993, serving as the certification body for ClassNK SCS.
URL: https://www.nkkkqa.co.jp/
*ยณ Kowanomori Co., Ltd.
As a member of the Sumitomo Forestry Group, the company is engaged in the effective utilization of woody biomass resources. Alongside its lumber production operations, it promotes the cascade use of wood through the effective utilization of residues generated during the lumber manufacturing process.
URL: https://www.kowanomori.co.jp/#company
*โด CORSIA (Carbon Offsetting and Reduction Scheme for International Aviation)
A scheme introduced by ICAO aimed at curbing and reducing greenhouse gas (GHG) emissions in the international aviation sector.
*โต Example of the process by which SAF obtains recognition as a CORSIA Eligible Fuel (CEF)
The SCS (and its associated certification bodies) are responsible for certifying the sustainability of an economic operator along the supply chain, from feedstock to the blending point. (PoS (Proof of Sustainability): issued by a certified SAF-related economic operator to its shipment destination.)
7. Shipping law analysis
University lecturer and journalist Brian Patrick Bolger has written an analysis of international shipping law which he describes as the nexus of the new geopolitical world. Below are some introductory comments. For the full story contact him at bpbolgerlegal@gmail.com or on linked in.
โInternational Shipping Law has always been susceptible to geography. A few miles of water may determine the commercial viability of a voyage worth hundreds of millions of dollars. The Strait of Hormuz, the Bab el-Mandeb Strait, the Suez Canal, the Strait of Malacca and the Panama Canal are therefore not merely geographical features. They are points at which geopolitical risk is converted into contractual and financial liability. Alfred Thayer Mahan writing in 1890 was one of the foundational theorists of modern geopolitics and maritime strategy. Mahan argued that national power depended on command of the seas, maritime commerce and naval strength. The debacle in Hormuz, the belligerence of the Chinese in the Western Pacific, the Panama Canal, point to the increasing importance of the maritime theatre, hence the horizon of Shipping Law as the critical oil in the cogs of world geopolitics.โ
โThe crisis in the Strait of Hormuz provides an acute contemporary example. The International Maritime Organization reported on 28 August 2026 that the crisis had persisted for six months, that at least 70 attacks on international shipping had been verified and that 19 seafarers had been killed. It further reported that as many as 400 vessels carrying approximately 6,000 seafarers had at one stage been unable to leave the Persian Gulf safely. The implications extend far beyond public international law and questions of freedom of navigation. For shipowners, charterers, cargo interests, insurers and their lawyers, the fundamental questions are essentially private-law ones: must the vessel perform the contracted voyage? Who decides whether a route is too dangerous? Who pays for deviation? Can the contract be frustrated? Who bears increased insurance costs, delay and cargo loss? It also points towards an expansion in demand for specialist shipping lawyers as geopolitical instability increasingly becomes an ordinary feature of maritime contracting.
โThe legal problem begins with a conflict of commercial interests. A charterer wants its cargo carried by the shortest commercially efficient route. The owner has obligations towards the vessel, its crew and insurers and may consider that route unacceptably dangerous. Take a tanker ordered to load in the Persian Gulf. The charterer may contend that passage through Hormuz remains physically possible and that other vessels continue to make the transit. The owner may reply that the presence of missile attacks, mines, seizure risks or other hostilities makes compliance unreasonable.โ
8. Emission reductions
The IMO Intersessional Working Group on Reduction of Greenhouse Gas (GHG) Emissions from Ships (ISWG-GHG 22) met for its 22nd meeting from 1-4 September 2026, chaired by Sveinung Oftedal (Norway). The meeting had a high level of participation, with nearly 1200 registered participants (in person and online).
During the meeting participants considered the following agenda items:
Consideration of proposals, including documents submitted to MEPC 84 and 85, previous sessions of ISWG-GHG, as well as documents submitted to ISWG-GHG 22, on how to address concerns with the draft amendments to MARPOL Annex VI on the Net-Zero Framework, in line with the 2023 IMO GHG Strategy.
Following constructive discussions, the chairman expressed his observation of a genuine willingness within the Group to make concrete further progress at the next ISWG-GHG meeting and work towards presenting text to MEPC 85 that adequately addresses the noted progress made in the consideration of proposals on how to address concerns raised regarding the draft amendments to MARPOL Annex VI on the mid-term measure.
The group invited interested delegations to continue to consult intersessionally to address remaining concerns with the draft amendments to MARPOL Annex VI, in line with the 2023 IMO GHG Strategy, taking into account views expressed at the groupโs session, with a view to submitting concrete proposals reflecting enhanced convergence allowing timely adoption and effective implementation.
There was further consideration of the draft guidelines supporting the uniform and effective implementation of IMO’s mid-term measures.
The group held a preliminary exchange of views on this agenda item, although time became a limiting factor and the group agreed to defer the consideration of all documents submitted to this session under this agenda item to ISWG-GHG 23 (23-27 November 2026).
The group noted an update provided by the Secretariat concerning the Voluntary Multi-Donor Trust Fund, which is used to facilitate the participation of developing countries, especially SIDS and LDCs, to attend MEPC and ISWG-GHG meetings. Since its establishment in March 2023, the Fund has accommodated the participation of 225 participants from 58 countries, including 63 women, in ISWG-GHG, MEPC and steering committee meetings. For this session, the Fund financed the participation of delegates from 32 countries.
The Fund is likely to face a shortfall in 2026 of around ยฃ220,000, in view of the substantial increase in travel costs globally.
The group expressed its appreciation to the donors of the Voluntary Multi-Donor Trust Fund and invited Member States and international organizations to consider making financial contributions to the Trust Fund to allow for future participation at IMO’s GHG meetings.
The next meeting of the Intersessional Working Group on Reduction of Greenhouse Gas (GHG) Emissions from Ships (ISWG-GHG 23) is scheduled for 23 to 27 November 2026, ahead of MEPC 85 (30 November to 3 December).
The second extraordinary session of MEPC (adjournedโฏlast October) is scheduled toโฏresume on 4 December, subject to discussions at MEPC 85.
9. Mercy Ships agreement
Technology group Wรคrtsilรค has signed a Lifecycle Agreement with charity organisation Mercy Ships International. The contract covers a 5-year renewal of an existing service agreement for the world’s largest purpose-built civilian hospital ship, the Global Mercy and a 3-year service agreement for the organisationโs latest newbuild vessel, the Africa Mercy II. Both ships are fitted with Wรคrtsilรค engines. The order was booked by Wรคrtsilรค in Q3 2026.
Mercy Ships provides free medical care, including surgeries and medical training, in regions with limited access to healthcare, primarily in underserved local communities across Africa. As these hospital ships deliver critical healthcare services, maintaining high levels of operational reliability and minimising unplanned downtime is essential.
“Our ability to provide medical care depends on the availability and reliability of our vessels. Wรคrtsilรค’s support helps us plan maintenance more effectively and reduce the risk of unexpected disruptions, allowing us to focus on our mission. Based on the positive results of our existing agreement for Global Mercy, we are pleased to continue this collaboration and extend similar support to Africa Mercy II,โ says Ciarรกn Holden, Director of Technical Operations – Mercy Ships International.
The scope of the agreements includes spare parts, field services, crew training, and Wรคrtsilรคโs digital predictive maintenance service, Expert Insight. By combining advanced analytics, artificial intelligence and Wรคrtsilรค expertise, the service helps identify potential issues before they develop into operational disruptions, supporting high vessel availability and more predictable maintenance planning.
“Mercy Ships performs extraordinary work in delivering healthcare where it is needed most. These agreements are designed to provide the operational reliability, maintenance predictability and technical support required to keep their vessels available for service,โ explains Henrik Wilhelms, Director, Agreement Sales – Wรคrtsilรค Marine. โWe are proud to support an organisation whose mission has such a meaningful impact on communities around the world.”
The Global Mercy serves as both a floating hospital and medical training centre. Equipped with six operating rooms and extensive training facilities, the vessel is powered by four Wรคrtsilรค 32 engines, each delivering 3,360 kW of power for propulsion and critical onboard hospital operations. Its sister vessel, the Africa Mercy II, is currently under construction and scheduled for delivery in 2028, further expanding Mercy Ships’ capacity to support underserved communities and strengthen healthcare systems across Africa.
10. Mass-balance terminal pathway
Industry coalition SEA-LNG is urging the European Commissionโs Directorate-General for Energy (DG ENER) to protect the mass-balance terminal chain of custody. This comes ahead of expected proposed revisions in 2026 to the implementing framework for the Renewable Energy Directive (RED III).
In SEA-LNGโs latest report, โLiquefaction by Equivalence Pathways for Liquefied Biomethane: A Policy Framework to Enable Scalable Maritime Decarbonisationโ, SEA-LNG argues that liquefied biomethane (LBM), delivered via mass-balance terminal pathways using liquefaction by equivalence, is the lowest-cost and lowest-emission chain of custody for compliance under FuelEU Maritime and EU ETS.
According to SEA-LNG analysis, LBM bunker volumes grew approximately 100-fold in 2025 compared with 2024, with the overwhelming majority delivered via mass-balance terminal pathway. It can leverage Europeโs existing network of more than 33 LNG import terminals and around 200,000 km of gas transmission infrastructure, without requiring new capital investment in liquefaction plants.
DG ENER is currently preparing proposed revisions to RED Annex V, Annex VI and Implementing Regulation (EU) 2022/996, all of which will be binding on Member States and will determine the legal status, GHG accounting treatment and commercial viability of the mass-balance terminal chain of custody. SEA-LNG warns that inadvertent restriction of the pathway through narrow definitions, inflated default emission factors, or inconsistency between the instruments could reduce the availability of compliant low-carbon marine fuel and raise costs for European shipping.
Steve Esau, Chief Operating Officer, SEA-LNG, commented: โThe global maritime sector faces a critical decarbonisation challenge with Europe playing an important role in this push. Liquefied biomethane is one of the few fuels capable of meeting Europeโs maritime decarbonisation obligations at the scale and speed the regulations demand.
โThe mass-balance terminal route, using liquefaction by equivalence, is why LBM bunkering grew a hundredfold last year. It uses infrastructure that already exists, so it is scalable and lower cost than the alternatives such as physical segregation. Such dramatic growth illustrates the maritime sectorโs appetite for decarbonisation. Europe has an opportunity to become a global leader in biomethane, e-methane and renewable methane pathways. Today, DG ENER can unleash Europeโs energy potential.โ
SEA-LNG is calling on DG ENER to recognise liquefaction by equivalence and recondenser liquefaction as valid RED III mass-balance pathways, and to assign realistic, differentiated default GHG emission values for each liquefaction route based on measured operational data. The coalition is also urging full regulatory coherence between Annexes V/VI and Implementing Regulation 996, to eliminate definitional inconsistency, alongside preservation of cross-border mass-balance mechanisms, including cross-terminal nominations, consistent with single market principles.
Underpinning all of this, SEA-LNG wants long-term investment certainty through a stable regulatory framework extending beyond 2030. Shipowners and operators will look to commit capital for 20โ25-year vessel lives. Any regulatory instability will delay orders and could lead to reflagging to non-EU jurisdictions.
Mass-balance is not a novel concept for the maritime sector: it is already the established chain of custody model for bio-based chemicals and plastics, agricultural commodities such as cotton, and Sustainable Aviation Fuel under both CORSIA and ReFuelEU Aviation.
11. Hydrogen guidelines
ClassNK has released the Guidelines for Liquefied Hydrogen Carriers (Edition 3.1). This revision incorporates the โRevised Interim Recommendations for Carriage of Liquefied Hydrogen in Bulkโ, adopted by the IMO in 2026, and updates the existing safety requirements, including guidance on the selection of materials and welding practices for hydrogen equipment. Through this revision, shipyards, designers, shipowners and other maritime stakeholders can gain a clear understanding of the safety requirements for liquefied hydrogen carriers and can proceed with their design studies and safety assessments more smoothly.
Hydrogen is expected to play a key role as an energy carrier in realizing a decarbonized society, and the development of liquefied hydrogen carriers as a means of large-scale transportation is advancing worldwide. In recent years, the design of such vessels has become increasingly diverse, including the development of liquefied hydrogen carriers fitted with membrane-type cargo containment systems.
In response to recent developments in liquefied hydrogen carrier design, the Revised Interim Recommendations for Carriage of Liquefied Hydrogen in Bulk were adopted at the 111th session of the IMO Maritime Safety Committee (MSC 111), introducing additional safety requirements for cargo containment systems based on new design concepts.
The revised ClassNK Guidelines incorporate the provisions of these IMO Interim Recommendations while also reflecting the latest knowledge and experience gained through the construction and operation of demonstration vessels, as well as various research and development projects.
Main Revisions
Requirements for Membrane-Type Cargo Containment Systems:
Following the adoption of the IMO Interim Recommendations at MSC 111, requirements have been developed for liquefied hydrogen carriers fitted with membrane tanks using vacuum insulation. In addition to incorporating the content of the IMO Interim Recommendations*, the design requirements relating to vacuum insulation systems, monitoring devices, pressure control equipment and emergency response have been clarified. This enables developers of newly designed liquefied hydrogen carriers fitted with membrane-type cargo containment systems to refer to internationally recognized safety requirements, and to proceed smoothly with studies toward Flag Administration approval and safety demonstration.
Improved guidance on materials and welding for hydrogen equipment:
Based on ClassNKโs experience in design reviews and technical assessments in actual projects, the verification procedures for the selection of metallic materials, testing and quality control have been updated. The revised guidance clarifies how to address material degradation that requires particular attention in the design of liquefied hydrogen carriers, such as low temperature embrittlement, hydrogen embrittlement and hydrogen attack, and is expected to reduce the risk of design changes and additional verification.
As a third-party certification body, ClassNK will continue to support the efforts of stakeholders to address environmental challenges through the development of standards, certification, and provision of technical information.
* IMO Resolution MSC.597(111) โRevised Interim Recommendations for Carriage of Liquefied Hydrogen in Bulkโ
The guidelines are available to download via โGuidelinesโ of My Page on ClassNKโs website after registration.
12. Transfer training
Trelleborg Marine and Infrastructure and Simwave are launching the first modules of Trelleborg’s specialized transfer equipment-focused training program at Gastech 2026 in Bangkok, marking a key milestone in the companies’ ongoing strategic partnership. The program is designed to address critical crew competency gaps as LNG bunkering expands and alternative fuels gain momentum, creating new operational demands across the maritime industry.
The collaboration combines Trelleborg’s expertise in critical transfer systems with Simwave’s advanced training capabilities to deliver structured learning focused on the safe operation, maintenance, and best-practice use of transfer equipment across the transfer interface.
The initiative responds to the maritime industry’s accelerating fuel transition. As LNG, methanol, ammonia, and hydrogen fuel operations expand, crews are increasingly required to manage the transfer of cryogenic and hazardous products between independently operated assets. However, training and certification frameworks have not evolved at the same pace, underscoring the need for practical, fuel- and equipment-specific competency development to support safe and efficient operations.
“By extending our support beyond installation and into structured, equipment-specific training, we help customers strengthen safety, maintain performance integrity, and navigate the growing operational complexity of multi-fuel transfer systems,” said Rene Fredriks, Managing Director, Gas Transfer Operations, Trelleborg Marine & Infrastructure.
The program comprises a series of short e-learning modules delivered through Simwave’s platform, each culminating in a certificate of completion. The modules provide crews with practical knowledge of Trelleborgโs transfer systems, covering LNG composite hose characteristics and handling practices, visual inspection procedures, the role and operation of the Universal Safety Link (USL) in bunkering operations and service procedures for Cryo DC tank-end units.
These initial modules mark the first phase of a broader training program aimed at strengthening competency across liquefied gas transfer operations. Over time, the curriculum will expand to cover both routine and emergency scenarios across Trelleborgโs transfer equipment portfolio, including cryogenic LNG hoses, safety links, ship-to-shore links and emergency release systems.
“Effective crew training must reflect the equipment, interfaces and operating conditions encountered in the field,” said Ryan Verhagen, Chief Commercial Officer at Simwave. “Together with Trelleborg, we are transforming engineering expertise into practical, scalable learning experiences that help crews build and maintain competency across increasingly complex, multi-fuel operations.”
Additional modules are currently in development to address advanced operational scenarios and equipment-specific procedures for LNG bunkering vessels, LNG carriers, alternative-fueled vessels, and both floating and fixed LNG terminals.
For ship owners and operators, the program provides a standardized approach to crew development that can help reduce operational variability, reinforce safe transfer practices, support equipment longevity through proper handling and strengthen preparedness for emergency shutdown scenarios.
Trelleborg will showcase the program alongside its broader suite of transfer solutions at Gastech 2026, taking place at the Bangkok International Trade and Exhibition Centre (BITEC) in Bangkok, Thailand, from September 14-17, 2026, where representatives from Trelleborg and Simwave will be available to discuss the partnership and demonstrate the training modules.
13. Nord Gas
As part of the development of Texas GulfLink, a transformational U.S. energy infrastructure project, Nord Gas Solutions (NGS) will supply its advanced Volatile Organic Compound (VOC) Recovery System for the projectโs offshore crude oil loading operations in the Gulf of America. The system is designed to capture and recover VOC emissions generated during the loading of very large crude carriers (VLCCs) and will be installed aboard two specially designed, purpose-built Offshore Support Vessels (OSVs).
The first-of-their-kind vessel concept has been developed by Nord Gas Solutions and Vaholmen VOC Recovery AS in cooperation with Sentinel Midstream and its affiliated company, Texas GulfLink LLC. The new vapor recovery vessels will be constructed at a U.S.-based shipyard and operated as an integral component of Texas GulfLinkโs offshore loading operations, located approximately 30 miles off the Texas coast.
Texas GulfLink is being developed to provide direct loading of fully laden VLCCs for delivery of U.S. crude oil to global markets. The integration of NGSโs liquefied VOC recovery technology will provide significant environmental benefits by capturing emissions directly at the point of loading. Texas GulfLink placed the order with Nord Gas Solutions in July 2026.
Each NGS VOC Recovery System will have the capacity to capture approximately 310,000 metric tons of CO2-equivalent emissions annually, providing a new gold standard for environmentally responsible offshore crude oil loading in the United States.
โTexas GulfLink is being designed not simply to expand U.S. crude export capacity, but to establish a new global standard for how large-scale energy exports can be conducted safely, efficiently and responsibly,โ said Brad Ramsey, Chief Operating Officer of Texas GulfLink. โIntegrating this purpose-built VOC recovery technology into our offshore operations demonstrates that commitment. By capturing emissions directly during VLCC loading, we are incorporating an innovative environmental solution into the fundamental design of the facility while strengthening Americaโs ability to efficiently and responsibly deliver energy to its allies and global markets.โ
The NGS VOC Recovery System consists of a VOC recovery module and liquid VOC storage tank. In addition, NGS will supply two gas turbines and one Gas Combustion Unit (GCU), including associated fuel systems, along with advanced safety and control systems. Equipment delivery will be coordinated with the construction and commissioning schedule for the vessels and the planned completion of Texas GulfLink in late 2028.
โNGS is the only company in the world with this competence, and we are proud to be supplying the know-how and technology for this exciting project,โ said Hans Jakob Buvarp, Sales Manager, Nord Gas Solutions. โWe have worked closely with the Sentinel Midstream team for a number of years to develop this first-of-its-kind solution delivering both environmental benefits through reduced emissions and commercial returns through the capture and recovery of liquid VOCs during offshore VLCC loading. We are excited to see that collaboration advance toward commercial operation as part of Texas GulfLink.โ.
Nord Gas Solutions is the new corporate brand formed following the acquisition of Wรคrtsilรค Gas Solutions by Mutares SE & Co., effective June 1, 2026.
Notices and Miscellany
The maritime industryโs transformative trends are encapsulated in three new themes selected for Europort 2027, as the global event for specialised vessels and advanced maritime technology returns to Rotterdam Ahoy for its 43rd edition from 2 to 5 November with a refreshed brand identity.
As sustainability and digitalisation evolve from standalone topics into interconnected considerations in commercial and shipbuilding decisions, maritime stakeholders also face escalating geopolitical tensions and increasing challenges from extreme weather.
The eventโs new look reflects a maritime industry in motion, capturing the realities facing the sector today. Retaining its focus on complex shipbuilding, specialised vessels, and innovation, Europort 2027 answers the emerging challenges for safety, efficiency, security and sustainability by identifying Maritime Resilience, Intelligent Ships, and Net-Zero Shipping as the core themes for its comprehensive programme.
As in previous editions, Europort 2027 will serve as a meeting point for shipowners, fleet managers, shipyards, equipment manufacturers, system integrators, technology companies, service providers, start-ups, researchers, and policymakers. Attendees will gather to showcase new products, address technical hurdles, and forge commercial relationships to tackle the industryโs future collectively.
โVisitors to Europort 2027 can expect a programme that reflects the real challenges the industry is trying to overcome rather than simply showcasing technology for technologyโs sake,โ said Raymond Siliakus, Europort Director at Rotterdam Ahoy. โThe rebrand builds on what makes Europort distinctive as the main event for the specialist shipbuilding and maritime innovation community, depicting the eventโs focus on innovation and collaboration as foundations of a progressive industry.โ
For more information on stand bookings and programme updates, visit the official Europort website.
And finally โฆ
With thanks to Paul Dixon
QUOTES FROM WORK
Quote from a recent meeting: ‘We are going to continue having these meetings, everyday, until I find out why no work is getting done’.
Quote from the Boss… ‘I didn’t say it was your fault. I said I was going to blame it on you.’
A motivational sign at work: The beatings will continue until morale improves.
A direct quote from the Boss: ‘We passed over a lot of good people to get the ones we hired.’
My Boss frequently gets lost in thought. That’s because it’s unfamiliar territory.
My Boss said to me ‘ What you see as a glass ceiling, I see as a protective barrier.’
My Boss needs a surge protector. That way his mouth would be buffered from surprise spikes in his brain.
I thought my Boss was a bastard, and quit, to work for myself. My new Boss is a bastard, too … but at least I respect him.
He’s given automobile accident victims new hope for recovery. He walks, talks and performs rudimentary tasks, all without the benefit of a SPINE.
Some people climb the ladder of success. My Boss walked under it.
Quote from the Boss after overriding the decision of a task force he created to find a solution: ‘ I’m sorry if I ever gave you the impression your input would have any effect on my decision for the outcome of this project!’
HR Manager to job candidate ‘I see you’ve had no computer training. Although that qualifies you for upper management, it means you’re under-qualified for our entry level positions.
‘Quote from telephone inquiry ‘We’re only hiring one summer intern this year and we won’t start interviewing candidates for that position until the Boss’ daughter finishes her summer classes.’
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Maritime Advocate Online is a fortnightly digest of news and views on the maritime industries, with particular reference to legal issues and dispute resolution. It is published to over 20,000 individual subscribers each edition and republished within firms and organisations all over the maritime world. It is the largest publication of its kind. We estimate it goes to around 60,000 readers in over 120 countries.
