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IN THIS ISSUE
1. Looking North in a hurry
2. Wind power
3. MVS appointment
4. Investment drive
5. MEPC
6. Chinese service fees
7. Listening to seafarers
8. Disaster risk reduction
9. Green fuels
10. E learning platform
11. Xeneta innovation
12. Container shipping
13. Fuel of choice
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to:contactus@
1. Looking North in a hurry
By Michael Grey
High Northern latitudes have been the focus of maritime attention of late, with a containership turning up in Felixstowe 20 days after leaving her final loading port in China. Smart going, one might suggest, with the incident-free passage of the 4843teu ice-classed Istanbul Bridge being accomplished without icebreaker escort on the Northern Sea Route, at 17 knots.
Ice experts will point to the intervention of some luck in this, as the behaviour of the summer ice is notoriously unpredictable. Nevertheless, some 20 containerships have made the passage this season, along with bulkers and tankers, with several of the latter not being ice-classed, which understandably causes some concern. The passage from China of the ice-strengthened Thamesborg, on the western route north of Canada, did not enjoy the same good fortune, with the ship, heavily aground since September 6, finally being refloated more than a month later. This has been a major salvage job in one of the world’s most remote places, involving an Estonian icebreaker hauled all the way from the Baltic, with the cargo being offloaded into other specialist tonnage. Luck was on the salvor’s side with the weather it seems.
Had the rescue been delayed experts will point to the intervention of some luck in this, as the behaviour of the summer ice is notoriously unpredictable. Had the rescue been delayed, the returning ice might have seriously compromised the operation. But the most significant ice-related news has been the authorisation of President Trump to the dramatic expansion of the US Coast Guard’s Arctic Security Cutter fleet, with up to 11 of these being built, and with some evident urgency. Four will be constructed by Rauma in Finland, with the technology being exported to the US shipbuilder Bollinger, and the Canadians (who will share the designs) in on the deal, which, so the President suggests, was concluded after a round of golf with the President of Finland.
The new rapid-fire programme is a curious contrast to the decades of delay and indecision over the replacement of the ageing ice-capable assets of the USCG, which have been on their last legs for years. With the Coast Guard always seeming to be playing second fiddle to other defence-related expenditure, and their own domestic responsibilities increasing, it has taken the evident impatience of President Trump to get some traction on Arctic capabilities. Why now, after all these years?
Certainly, Canadian ship construction having been accelerated will have irritated the President, after all the jibes about the “51st state”, along with reciprocated cracks about the US being only able to invade Greenland during the summer months.
More seriously, the reinforcement of the Russian heavy icebreaker fleet and the activities of Chinese research vessels in the Bering Straits and off the coast of Alaska clearly has been something of a goad to presidential patience. It might also fit with the ambition to revitalise the US shipbuilding sector. The grounding of the Dutch cargo ship in the NW Passage is a reminder that these waters are poorly surveyed and that any voyage in these latitudes is not without risk. Both east and west passages have seen their share of casualties over the years and despite the confident assertions of the climate scientists that the icecaps are melting, the ice is unpredictable from one season to the next. Insurers will be nervous. The saving in sea miles seems so attractive, but the fact that so few ships have attempted to use these routes demonstrates that it is not for the faint hearted.
Those of a certain age might remember the spectacular voyages in 1969 of the tanker Manhattan, which after being expensively converted to a sort of ice class, with a massive new bow and other reinforcements, made the voyage from the Atlantic to Prudhoe Bay in Alaska to collect a symbolic barrel of North Slope oil, before triumphantly returning. It might also be recalled that in the 1960s our friends the climate scientists were signalling that there was a new era of “global cooling” beginning and that large tracts of Canada were confidently expected to become uninhabitable. That may have been discouraging to some. The Manhattan voyage was supposed to usher in a new age of Arctic trade and transport, but, despite grand plans for submarine gas carriers and exciting mineral exploitation, the polar waters have been mostly left untroubled by marine activity, other than by a few specialists. The North Slope oil, it will be recalled, travels less dramatically by pipeline. Now, these inhospitable latitudes have become inextricably linked with great power rivalries and global instability, political ambitions and military capabilities. Whatever the models of the climate scientists might suggest this time around, the Arctic is likely to attract even more attention, for good or ill, than it has in the past.
Michael Grey is former editor of Lloyd’s List.
2. Wind power
BAR Technologies joined calls for the International Maritime Organization (IMO) to formally recognise wind propulsion as a cornerstone of its Net-Zero Framework (NZF), ahead of the MEPC 2nd Extraordinary Session (/ES.2) in London.
Shipping stands at a pivotal juncture.
The upcoming decisions could determine whether the sector accelerates toward meaningful decarbonisation or stalls in delay and uncertainty, the company says.
Technology providers, sustainability advocates, and industry coalitions are united in the belief that consistent recognition of wind energy, as championed by the International Windship Association (IWSA), is essential to achieving a practical and equitable pathway to net-zero emissions.
The IWSA’s submission to /ES.2 said: “Wind is free at source and the only truly zero-emission energy available at scale to the global fleet today.” By systematically integrating wind within the NZF, the IMO can deliver a framework that is neutral, transparent, and fair, positioning wind alongside alternative fuels and energy efficiency solutions, BAR said in a comment.
The NZF has the potential to act as a global signal providing certainty to unlock finance, accelerate innovation, and scale proven technologies. However that power depends on consistent accounting across the sector. Without it, distortions in technology uptake, compliance, and funding allocation could slow the pace of progress.
As IWSA notes, consistent treatment of wind is a litmus test for the IMO’s commitment to technology and energy-source neutrality.
The workload to implement the NZF is significant. From lifecycle assessments and compliance guidelines to pricing mechanisms and the design of the fund, the path forward demands clarity and cohesion. Member States are even considering the creation of a dedicated GHG subcommittee to manage the scale of tasks.That makes it all the more important to get the foundation right – ensuring wind propulsion is integrated from the outset, not treated as a late-stage addition, the company said.
John Cooper, CEO of BAR Technologies, commented: “As a company delivering scalable, commercially ready wind propulsion solutions such as WindWings® and AeroBridge®, we see every day the real-world impact these technologies can have in reducing emissions. But without consistent recognition at the regulatory level, adoption will be slower and the cost of transition higher. The IMO has a golden opportunity to show global leadership by embracing wind within the NZF. We can accelerate the path to maritime decarbonisation.”
3. MVS appointment
The Maritime Volunteer Service (MVS) has announced the appointment of Susan Hawker as its new chairperson. From Greenwich, she takes over the job at the charity’s AGM on 15th November and brings to the role over 30 years of expertise in international trade and maritime law, combining an academic career with consultancy, training, and mediation work across the global shipping industry.
A non-practising barrister, she holds a Master’s in Law from the London School of Economics and is a Centre for Effective Dispute Resolution (CEDR)-accredited mediator. Her professional background spans both academic leadership and hands-on industry training, including senior teaching positions at the University of Notre Dame (London Law Centre), Solent University’s Warsash Maritime School, and HST Akademie in Hamburg. She also lectures for the Institute of Chartered Shipbrokers in London and Athens, as well as Frederick University in Cyprus.
Alongside her academic work, she has extensive consultancy experience with shipping companies and insurers, particularly in Protection and Indemnity insurance, marine claims, and contract law.
She is also a member of the
Advisory Board of Vespka AS, a marine claims consultancy based in Oslo.
“My professional life has always been rooted in shipping and trade. I believe I can help strengthen the MVS as a unified and forward-thinking organisation, while raising its profile within the wider maritime community. This is about supporting volunteers, promoting opportunities, and helping the organisation thrive. I’m very much looking forward to contributing to that journey.”
The MVS is a charity with a focus on nautical training and community service. It has around 30 units around the UK coastline and inland waterways, operating a fleet of small vessels which are used to train members in seamanship, engineering, and communications.
4. Investment drive
According to the latest SMM Maritime Industry Report (MIR), shipowners and shipyards around the world are planning to invest substantially in efficiency, AI and fleet modernisation. One year before SMM, the leading global maritime trade fair in Hamburg, the industry is optimistic and willing to invest.
What the current drivers of the maritime sector are, where ship owners, shipyards and suppliers are identifying new opportunities, and where the challenges lie constitute questions that have been explored at Hamburg Messe und Congress (HMC). Every two years, the SMM Maritime Industry Report evaluates market participants’ current expectations regarding the development of the shipping and shipbuilding segments.
“The industry continues to grow dynamically, setting a strong signal in times of rapid change,” said Claus Ulrich Selbach, Vice President Exhibitions – Maritime & Energy at HMC.
The study reveals the most pressing challenges troubling companies. At the top of the list: the shortage of skilled professionals, high energy costs, and an increasing regulatory burden. “SMM 2026 will make a point of addressing these issues,” says Christoph Lücke, Director – SMM. The Maritime Career Market at SMM will bring together job seekers and employers.
Sustainability remains a top issue. Six out of ten respondents expect growing pressure to modernise their fleet for maximum energy efficiency. Data-driven solutions are especially in demand; their relevance has increased by 13 percentage points from the previous survey. Artificial Intelligence is likewise gaining in importance and will be a key topic at SMM 2026 once again.
But enterprises are also planning major investments in new hardware:
48 per cent of ship owners say they are “likely” or “very likely” to order new ships by 2026, a new peak value in the MIR report.
The most sought-after ship types include: containerships (ten percentage points up from 2023), roro and passenger ferries, cruise ships, and naval vessels, including the entire range of submarines and combat vessels, from patrol boats through to supply vessels.
“The volatile global political environment, marked by numerous conflicts which have a direct impact on the maritime world, is clearly leaving its mark,” commented Dr. Klaus Borgschulte, shipyard manager and Chairman of the SMM Advisory Committee.
Apart from sustainability, suppliers are seeing a sharpened focus on after-sales services and product longevity. “Quality is becoming the most important success factor,” observed Hauke Schlegel, CEO at VDMA Marine Equipment and Systems. One of the reasons is increasingly strict regulations. “Shipowners can no longer afford breakdowns.
Maximum reliability is crucial, especially for non-redundant systems such as exhaust gas cleaning or ballast water management equipment,” said Richard von Berlepsch, long-serving fleet manager at Hapag-Lloyd.
5. MEPC
IMO Secretary-General Arsenio Dominguez delivered opening remarks at IMO headquarters in London , as the Marine Environment Protection Committee (MEPC) met to discuss the adoption of global regulations to reduce greenhouse gas emissions from international shipping (14 to 17 October).
In his opening speech delivered this week he told delegates: “As per the usual practice in this Organization, you have been intensely debating and carefully listening to each other’s proposals on how to best translate the strategic objectives of the 2023 IMO GHG Strategy into binding regulations for quite a number of sessions. This process has been inclusive and thorough.
“Priorities and concerns have been duly considered in the final design of the IMO Net-Zero Framework, which was approved at your last session.
“I am aware that some of you may find the outcome not climate ambitious enough, and would have liked to see steeper reduction curves to effectively contribute to reducing global warming. Others believe that the GFI reduction requirements are overly stringent and will place a burden on the shipping industry.
“Some of you are of the view that there will not be sufficient alternative fuels available to ensure compliance, whilst others believe that robust global regulations will send a clear demand signal to fuel and energy producers. Some of you would have preferred a stronger commitment to supporting developing States. Others would prefer additional support for early-movers.
“All these views continue to be valuable. The IMO Net-Zero Framework is not perfect. However, it provides a balanced basis for our further work on a number of elements ahead of its entry into force in 2027.
“This way of working is nothing new here at IMO. It follows the long tradition of this Organization in developing global regulations for a global industry which has served both this Organization and the maritime sector well.
“The energy and digital transition of shipping has already started. However, the absence of global regulations will increase the costs of this transition in the long run. It will incite a proliferation of regional and national climate measures leading to inefficiency and a myriad of emissions pricing schemes, without IMO, all of you the Member States, or the industry having a say in how to use the collected revenue.
“Prolonged uncertainty will put off investments and diminish confidence in IMO, your Organization.
“The IMO Net-Zero Framework is a set of goal-based provisions. No specific fuel or technology has been excluded from the Net-Zero Framework as compliance option. I am confident that the various proposals that have already been submitted regarding the reward, fuel certification, well-to-wake emissions, or the fund will address remaining concerns and provide additional certainty.
“Under the experienced leadership of your Chair, Mr. Harry Conway of Liberia, I have no doubt that this session will be a success, with the full support of both you and the Secretariat.”
6.
Chinese service fees
Chinese Premier Li Qiang has signed a State Council decree that revises rules on international maritime transport to regulate related activities.
Under the revised regulations, China will take necessary countermeasures against countries or regions that impose or support discriminatory bans, restrictions, or similar measures targeting Chinese operators, vessels, or crew engaged in international maritime transport and related services.
Such measures will be enacted unless relevant treaties or agreements offer adequate and effective remedies, according to the decree
The decree also requires operators of international shipping trading platforms to submit information to the Chinese transport authorities.
In a comment on the new regulations, which came into effect on October 14, P&I Club NorthStandard said: “Members will be aware of the impending 14 October 2025 date for the phased implementation of new service fees imposed on PRC /operated and built ships by the US Trade Representative (USTR) under the authority of the Trade Act of 1974 (Section 301). Additional clarity sought by stakeholders from the USTR over the precise details of the implementation and payment arrangements is still awaited, with further guidance and FAQs yet to be published.
“In the meantime, on 28 September 2025, the People’s Republic of China made amendments to its International Maritime Transport Regulations (Decree of the State Council of the People’s Republic of China No. 817 – Decree of the State Council of the People’s Republic of China (Source: Chinese Government Website). China revises regulations on international maritime transport (Source: Chinese Government Website)
“These amendments appear to provide a framework for the PRC government to adopt counter-measures against countries imposing, assisting, or supporting discriminatory measures on Chinese operators, vessels, or crews. Our understanding is that the options may include but are not limited to charging special fees on foreign vessels at Chinese ports, restricting access in and out of ports, and limiting access to maritime data and ancillary services, and may be taken unless relevant treaties or agreements can provide sufficient and effective remedies. It is conceivable that ships connected with the United States may potentially become subject to some form of charge for calling at Chinese ports. However presently it appears no implementing rules or measures have been published and nothing firm appears to have taken effect.”
7. Listening to seafarers
In collaboration with Lloyd’s Register Foundation, the Seafarer Technology Engagement, Empowerment and Resilience (STEER) project will harness The Nautical Institute’s extensive international network to explore the real-world impact of the combined introduction of new systems and working practices at sea. While individual technologies undergo rigorous testing, little is known about their collective effect on seafarers’ operational effectiveness, mental and physical health. This project will officially launch a global research and engagement initiative designed to answer that question, act on the findings and drive safer outcomes for those who work at sea.
Captain David Patraiko FNI, Director of Projects at The Nautical Institute, said: “Seafarers are at the heart of shipping, yet their lived experience is often overlooked due to commercial pressures and the rush to innovate.
The STEER Project is about listening to those on the front line, their experiences, insights and collective knowledge. Only then we will be able to develop the right tools that the maritime industry can use to make technology work for people and enable better decision-making.”
The Nautical Institute and Lloyd’s Register Foundation share a deep commitment to safety, sustainability and human-centred processes that improve the working environment at sea. Both organisations believe that the benefits of innovation must never come at the expense of those who work on our ships and keep global trade moving.
During this project, The Nautical Institute will listen to the feedback provided from across the maritime spectrum, seafarers, ship owners, equipment manufacturers, regulators and trainers in order to gather real-world insights into how rapid technological change affects safety, skills, welfare and decision-making on board and ashore. The findings will be used to create a practical toolbox, enabling the industry to adopt new technologies in a way that strengthens, rather than undermines, human competence, knowledge and expertise.
For more details and to express interest in being actively involved in the project, see website
8. Disaster risk reduction
The 13th October was International Day for Disaster Risk Reduction (IDDRR) and this year it carried a message: Fund Resilience, Not Disasters from the Insurance Development Forum.
“If you are writing about IDDRR, please consider this comment from the Insurance Development Forum (IDF) in your analysis,” said Saoirse Jones, Member of IDF Operating Committee and Co-Chair of IDF Disaster Risk Reduction Working Group.
“In tomorrow’s world, the most resilient countries will thrive. Disasters are becoming more frequent, more costly and more devastating. Direct costs now top $200 billion a year, with the true figure closer to $2.3 trillion. Without urgent investment in resilience, the risks we face will become increasingly uninsurable.”
This year’s Financing for Development summit in Seville marked a milestone: for the first time, governments formally committed to scale up DRR financing to safeguard development gains. From integrating disaster risks into fiscal planning, to enabling rapid access to pre-arranged finance, to embedding resilience in financial regulation and debt sustainability assessments.
9. Green fuels
Some 20 leading green fuel producers called on IMO delegates to seize a ‘once-in-a-generation’ opportunity to set shipping on a sustainable pathway.
At this week’s extraordinary session, leaders came together in London to discuss the adoption of the IMO’s Net Zero Framework (NZF) that was agreed in April this year. The group of companies, including European Energy, Liquid Wind, ET FuelsET Fuels, HIF Global and Zero Waste called on the IMO to adopt the deal and to include specific incentives for green e-fuels which are currently at a disadvantage to LNG and biofuels. That is despite hydrogen-based e-fuels providing much greater emissions savings , the organisations said. Together the signatories have projects in Africa, South and North America, Europe, Southeast Asia as well as Oceania.
Dr Alison Shaw, IMO manager at Transport & Environment said: “E-fuel producers need policy certainty to get green shipping fuels off the ground. Shipping could become a major off taker for hundreds of projects worldwide, but only under the right rules.
The current IMO Net-Zero Framework leaves e-fuels competing with cheaper and unsustainable options like fossil gas and first-generation biofuels. The message from producers is clear: to decarbonise shipping at scale, incentives for green e-fuels are essential. Without targeted incentives, shipping’s energy transition risks stalling before it begins.
10. E learning platform
The International Maritime Rescue Federation (IMRF) has secured a major grant worth US$450,000 from The TK Foundation to create the world’s first free global e-learning system for the maritime search and rescue (SAR) sector. The project marks a major milestone in international efforts to strengthen the capabilities of key SAR and shipping personnel and close critical training gaps for those who continue to put their lives at risk at sea.
To ensure equitable access and long-term sustainability, the platform will be free to SAR organisations and maritime professionals with limited resources, with IMRF members also benefiting from full access.
Every year, about 300,000 people drown around the world’s waters. This includes many seafarers, ferry passengers, fishers, and migrants, who often lose their lives in situations where enhanced training could make all the difference. Backed by The TK Foundation, the IMRF’s new three-year programme will develop a suite of interactive, scenario-based e-learning modules, giving SAR personnel and commercial shipping crews free access to consistent, high-quality training wherever they operate.
The e-learning platform will be based on the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manuals, transforming its global framework into accessible, interactive learning content. Alongside core SAR principles such as planning, coordination and communication, the system will address emerging challenges, including climate change, the evolving demands of humanitarian mass rescue operations as well as mental health and wellbeing of SAR personnel.
“Building the capability and confidence of those involved in rescue operations is vital to saving lives at sea, and this project will help make that possible for all,” said Caroline Jupe, Chief Executive Officer of the IMRF. “This funding will enable us to create a global learning platform that strengthens the knowledge and practical experience of SAR personnel and commercial shipping crews worldwide, giving them the skills and confidence they need to respond effectively when every second counts.”
Dennis Treleaven, Maritime Programme Officer at The TK Foundation, said: “The IMRF’s e-learning initiative is an innovative and practical response to one of the most pressing challenges in maritime safety. By investing in training, we’re investing in people, the rescuers, crews and communities who depend on these vital skills to save lives.”
The TK Foundation is a leading maritime philanthropic organisation supporting programmes that advance maritime education, improve seafarer welfare and strengthen community resilience. It has a long-standing reputation within the global shipping industry for funding projects that enhance safety, training and sustainability.
The IMRF will deliver the project in collaboration with a global advisory board and partners. The IMRF SAR Academy, which has already reached learners in more than 70 countries, will provide the technical foundation for the programme.
The use of the system as part of the training will be illustrated and worked on in live train-the-trainer events.
The first training modules will be launched in early 2026, with further content released gradually over the next three years. For details on this initiative, please contactinfo@.uk.
11. Xeneta innovation
Xeneta, the ocean and air freight rate intelligence platform, has unveiled a new generation of in-platform products, marking the next chapter in the company’s mission to transform freight procurement through data, insights and AI.
Presented live to hundreds of industry leaders at the annual Xeneta Summit in Barcelona, the new products will redefine how freight is bought and sold by reducing manual work and helping procurement teams to make better and faster decisions.
Fabio Brocca, Xeneta Chief Product Officer, told the summit: “For decades, global procurement has been defined by fragmented data, fragile contracts and manual processes, but we can change that. With Xeneta, we have one integrated platform where data, insights and AI come together to drive confident, strategic decision-making.
“Procurement professionals are trying to move away from constant firefighting in the face of market shocks and towards a proactive approach. This transformation is made possible through new service level data, smart insights using genAI and new tools to manage rates directly in Xeneta.”
12. Container shipping
The container shipping market is witnessing a growing disconnect between the freight rate and charter markets. Drewry expects to see that continue through most of next year, but a correction will follow. Containership charter rates have remained on a steady upwards trajectory this year and remain 200% higher than in 2019, despite slumping spot freight rate, to which some carriers point as evidence that talk of overcapacity in the market is overblown.
It is not uncommon for the two markets to veer in different directions for a period of time, but the containership charter market has broken records by experiencing a boom for most of the past five years.
Freight rates are much more susceptible to changes in market dynamics, whereas charter rates can often lag freight rates due to multi-month, and even multi-year, fixtures that are set in contractual stone.
These same factors are at play once more, but this time on steroids. Some of the key drivers for this current decoupling between freight and charter rates, in Drewry’s view, are:
1. Tight vessel availability and supply-side rigidity
The core driver of this divergence is vessel scarcity. While demand-side signals (i.e. falling spot freight rates) suggest a cooling market, the supply of available charter tonnage remains constrained. Major liner operators like MSC and CMA CGM have absorbed significant volumes of second-hand tonnage, effectively shrinking the fleet available to non-operating owners (NOOs).
The liner-owned fleet share has increased from 54% in late 2019, to 64% as of early October 2025, a structural shift that reduces market liquidity and gives NOOs greater pricing power. This imbalance has enabled owners to secure long-term charters at premium rates, irrespective of short-term freight volatility.
2. Geopolitical disruption and extended voyage times
Ongoing geopolitical tensions – including Red Sea insecurity – have disrupted traditional trade routes, forcing carriers to reroute ships via the Cape of Good Hope.
These extended voyages reduce effective vessel availability and create scheduling unpredictability, which in turn inflates the demand for spot and time-chartered tonnage.
3. Strategic carrier behaviour and forward fixing
Some shipping lines are increasingly focused on service reliability, alliance obligations, and fleet continuity – especially in the face of an uncertain operating environment. This has prompted a shift toward securing long-term charters as a strategic hedge against future disruptions and rate volatility. The result is a surge in forward-fixing activity, with particularly high demand for modern, fuel-efficient vessels.
4. Regulatory pressure and compliance incentives
The introduction and enforcement of emissions-related regulations under IMO and the EU ETS are reshaping fleet preferences. Charterers are now placing a premium on dual-fuel and eco-efficient ships, which are not only regulatory-compliant, but also offer commercial flexibility amid tightening emissions standards. This has added a further constraint on supply, pushing compliant tonnage into a scarcity premium category.
These factors combined mean that NOOs are arguably the most insulated and advantaged players in the current market.
So, when can one expect the two markets to reconnect? In Drewry’s view, it won’t happen next year as the same factors will still apply with carriers continuing to charter ships over long durations.Drewry’s Container Forecaster 03 | 2025 edition included average charter rate forecasts for eight different vessel size ranges (up to 8,500 teu) in 2026, with most seeing incremental YoY improvement. In contrast Drewry expects average global freight rates (spot and contract) to decline by around 16%.
Eventually though, Drewry anticipates a correction for the charter market, the same way JP Morgan is expecting the stock market to fall after a long boom. With demand growth slowing, carrier profit margins being squeezed, a steady stream of newbuild deliveries and a potential return of Suez Canal transits, at some point the impetus to hire ships will unwind and those long-term charter commitments by carriers will dissipate.
13.
Fuel of choice
The maritime industry is in its ‘transition towards the transition’ stage when it comes to selecting its future fuel, a joint seminar staged by Britannia P&I Club, HFW and Waves Group during London International Shipping Week (LISW25) concluded.
The seminar took the theme of The Fuel Landscape and attracted a high-calibre panel to lead the discussion on what the industry needs to do to meet Net Zero and the increasingly loud voices to switch vessels to more eco-friendly fuel sources.
Krystyna Tsochlas, Head of Maritime Transport Division at James Fisher & Sons made the welcome and opening remarks; she was joined on the panel by Alessio Sbraga, Partner at HFW; Julia Harrowsmith, Head of Maritime Decarbonisation Policy at Department for Transport (DfT); Jacob Damgaard, Divisional Director, Head of Loss Prevention at Britannia P&I Club and Kenny English, Marine Engineer and LNG Consultant at Waves Group.
The panel and delegates left no stone unturned as they examined the vast array of issues arising from the subject.
Harrowsmith explained the intricacies of the EU Emissions Trading System (EU ETS), which became the world’s first international emissions trading system in 2005.
It aims to reduce greenhouse gas emissions by setting a cap on emissions for certain sectors, covering over three-quarters of the allowances traded on the international carbon market.
It was revised in 2023 to align with the EU’s climate targets, aiming for at least a 55% reduction in net emissions by 2030 compared to 1990 levels.
She also explained the challenges and opportunities in deploying low-carbon fuels, and how key a role shipping will play in the energy transition globally Harrowsmith added how dual-fuel technology would play a vital short-term role for maritime, while stating the increasing efficiency of vessels (with wind wings and air lubrication) would also make a valuable contribution.
On EU ETS, Sbraga said: “It’s pushing the industry, I think, in small steps away from use of fossil fuel, and more towards exploring other types of low carbon-based fuels.”
The panel agreed that fuel was not just a means getting vessels from location to location, it plays a political role and has also changed the way ship managers and operators think and act.
Sbraga added: “What we have at the moment is a gradual shift in mind set towards what fuel is used for. In the past, it was simply viewed as an operating cost, which has passed down the line. Now it has a different purpose; it can have regulatory benefits; it can even minimise exposure through the regulations that we’re seeing coming out at the moment.”
He continued: “People are making strategic choices now. The costs of carbon being passed through the physical transport chain is not only impacting freight and charter hires and business strategies, but also fuel choices and decisions as to when it comes to new builds and the type of engines. It’s not easy.”
However the big question, of which alternative fuel would be the one to drive maritime into the future, is a difficult one to answer the panel agreed.
English said: “It’s clear that heavy fuel has not died yet. The future will really be a combination of fuels. Dual fuel will be the transition towards the transition.
“Why the rush to dual fuel? Optionality. It buys time for ports, suppliers and crews to catch up while protecting global tradability. It also lets teams train on live kit without betting the business on a single fuel trajectory.
Gambling that the fuel ‘might be at the next port.”
He also talked about the need for qualified people who can handle these new fuels, saying: “Hardware often gets the budget; people determine outcomes. We’re short of experienced people: LNG competence remains scarce, and /methanol familiarity will lag demand for some time.”
Damgaard added: “There are still a great deal of concerns around some of the fuel alternatives – ammonia is considered to be too dangerous, while methanol can burn without being seen.
“Spills are as big a concern as fuel costs; the thing with current fuels is that they can be handled visibly and be cleaned. Other fuels are unseen so that requires more expert help. These are things that shipowners need to add to their risk management. Added to that, the effect on nature in unknown.”
He said that equipping seafarers with the right skills to handle the new generation of fuels is a major issue as well.
Notices and Miscellany
Capt Norman Lopez ExC FICS AFNI Lawyer and Chairman of the Education and Training Committee at the Institute of Chartered Shipbrokers give his opinion below on the recent Maritime Advocate.
It is always a delight to read a blog from Michael Grey, especially the recent one on “Lost in Space”. In referring to Michael as an “old friend” one faces the potential of being accused of chronology-based subjectivism so I shall simply state that I have been pleased to have known Michael aeons ago.
Of course, his piece about becoming “lost in space” can be very valid and, indeed, foreboding. If one saw the very recent BBC “Tech Now” presentation of a research paper that predicts AI will go rogue and wipe out humanity, the thought of cyberspace can be more troublesome.
Coming down to earth, Michael mentions “Does the Institute of Chartered Shipbrokers still value the importance of geography in its professional examinations?”As Chair of the Education and Training Committee (ETC) of the ICS, I assure all your readers that we certainly do! The ICS – as an Association of Maritime Professionals – has been setting high standards in our Professional Qualification Examinations and awarding formal Qualifications to successful candidates for more than a century. Indeed, many candidates for these Professional Qualifications already have high (including PhD) academic qualifications and considerable practitioner experience in the maritime industry and still enrol for the Examinations The ETC oversees all education policy. Given we have nearly 2000 students sitting globally for our exams every six months, policy is crucial.
Part of the policy is to oversee examination setting and marking, syllabus revision, Course Book writing and a plethora of other essential education and qualification matters. Ensconced in all of this are the examiners who are appointed by the ETC. The examiners are well qualified and experienced practitioners in every discipline in the maritime industry not just Chartered Shipbrokers. In the last five years or so, they have been increasingly disappointed when exam candidates show little or no competence in maritime geography. Not only have they been inserting questions in the exam papers requiring a strong maritime geographical familiarity but also the new editions of the subject Course Books are containing sections about relevant geographical matters.
Some subject exam questions contain direct maritime geography issues.
The main reason for the change was that when marking answer attempts, they discovered that many candidates just had no idea of geographical issues essential to almost every aspect of our industry. To give one common example: When asked about carriage of iron ore, many rightly stated one load port in Brazil, Tubarao, and Qingdao, a discharge port in China. To destroy the examiner’s joy, candidates then drew a straight line between these ports to show the carriage route! Forgetting the cargo was hundreds of thousands of tonne, they seemed to suggest it could be carried by air across continents.
Therefore, all readers of the Maritime Advocate, please note that the ICS Exams do require a knowledge of Maritime Geography! If you are interested in what the ICS can offer you as a Professional Qualification, have a look at the ICS website,
Coordinating cross-sector collaboration
This year, Advanced Engineering, the UK’s annual gathering of engineering and manufacturing professionals, will once again be co-located with Lab Innovations, the nation’s dedicated trade show for the laboratory industry. Taking place at the NEC, Birmingham, on October 29 and 30, 2025, the joint events will create a unique cross-sector platform designed to drive innovation and foster collaboration across disciplines.
With the recent announcement of the UK’s Industrial Strategy emphasising investments in life sciences, clean energy and digital technologies encouraging cross-sector collaboration is the best way achieve these ambitions. Last year’s co-location saw more than 600 exhibitors combined, with Advanced Engineering contributing over 400 and Lab Innovations adding a further 200.
The partnership proved fruitful in opening new opportunities for visitors and exhibitors alike, with companies, like Scimed, opting to showcase at both events. The company made use of both exhibitions to ensure it can provide the most innovative and world-class products through the power of collaboration. Similarly, Matsuura used the opportunity to demonstrate that its CNC and 3D-printing machines had widespread applications in both manufacturing and research contexts.
The collaboration illustrates the increasing number of sectors that operate across industries, like chemical process engineering, pharmaceuticals and medical devices, which require solutions rooted in advanced materials, precision instrumentation and rigorous testing environments. Engineers developing next-generation manufacturing processes rely on lab-grade data to validate and optimise their designs, while laboratory professionals benefit from automation, robotics and digitalisation. By hosting both communities under one roof, Advanced Engineering and Lab Innovations create a natural meeting point for exchanging expertise and products that address shared challenges. With influential speakers covering important themes for aerospace, automotive, composites and additive manufacturing industries, attendees can gain valuable insights to improve their own sectors.
Register for Advanced Engineering UK here:
Helicopter operation
Now available from the ICS Academy is Helicopter Operation Procedures for Ships: Responding to Emergencies.
Using scenario-based learning, learners are guided through helicopter incidents and the appropriate emergency procedures.
The module covers helicopters incidents, including fire and crashes, emergency procures and evacuation.
It is priced at £15 with volume discounts available.
By the end of the course, learners will be able to:Outline the emergency procedures required for helicopter operations;Identify the requirements for helicopter accident and fire procedures;Recognise how to respond effectively during emergencies; Identify the requirements of a medical evacuation helicopter operation
RINA lecture
The 2025 RINA President’s Invitation Lecture: Ship Energy Efficiency will take place in Glasgow, UK on 24 November 2025
The lecture will focus on Ship Energy Efficiency – exploring how the maritime industry can reduce emissions, improve performance, and advance sustainable shipping practices.
Tug & Salvage Convention
The 28th International Tug & Salvage Convention, Exhibition & Awards will take place on 19-21 May 2026 in Gothenburg, Sweden.
In association with Caterpillar, the 28th International Tug & Salvage Convention, Exhibition & Awards (ITS 2026) will be held in Scandinavia for the first time, gathering the global tug, towage, and salvage industry in Gothenburg, Sweden.
From 19-21 May 2026, ITS 2026 offers the perfect opportunity to discover cutting-edge developments at the exhibition, build lasting connections with industry peers and honour outstanding achievements at the ITS 2026 Awards, presented during the ITS Gala Dinner.
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And finally,
With thanks to Paul Dixon
MEN BASHING
Q. How many honest, intelligent, caring men in the world does it take to do the dishes?
A. Both of them.
Q. How does a man show that he is planning for the future?
A. He buys two cases of beer.
Q. What is the difference between men and government bonds?
A. The bonds mature.
Q. Why are blonde jokes so short?
A. So men can remember them.
Q. How many men does it take to change a roll of toilet paper?
A. We don’t know; it has never happened.
Q. What is the one thing that all men at singles bars have in common?
A. They’re married.
Thanks for Reading the Maritime Advocate online
Maritime Advocate Online is a fortnightly digest of news and views on the maritime industries, with particular reference to legal issues and dispute resolution. It is published to over 20,000 individual subscribers each edition and republished within firms and organisations all over the maritime world. It is the largest publication of its kind. We estimate it goes to around 60,000 readers in over 120 countries
