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IN THIS ISSUE
1. A case for co-operation
2. Immigration rules
3. Shipping emissions
4. Service provisions and onerous clauses
5. STIP
6. Under pressure
7. Wind power
8. Kind leadership
9. Weekend disputes
10. Data sharing
11. Alternative fuel guidelines
12. Nuclear cooperation
13. Seafarers awards
14. Hague 19
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@
1. A case for co-operation
By Michael Grey
As that wonderful fable of the ants all collaborating to shift a recalcitrant bear sitting in their path illustrated, a co-operative approach to insuperable problems is most likely to be the strategy that will produce results. Japanese maritime industry, even though it fiercely competes, has always been better than most in working together to develop new technology, which would be more difficult for individual organisations.
Those of a certain age might remember the 1980s and the Japanese Maritime Research Institute, which became the locus for a whole range of technological research as Japanese industry, like all others at that time, struggled through the years of recession. Under the leadership of Professor Noboru Hamada, this organisation was able to range widely across every field which offered opportunities for Japan Inc. to prosper. Professor Hamada was possessed of the ability to be able to lift the telephone and persuade those running the great Japanese engineering firms of that era, university leaders, financiers and government agencies to collaborate, to sponsor specific research projects and generally put their shoulders to the country’s industrial wheel.
With fuel costs going through the roof, it produced, among much else, ground-breaking developments in propellor design, hydrodynamics and (of current relevance) sail assistance. The use of ceramics, machinery which offered much reduced maintenance, and the design of streamlined superstructure were other development that were to be seen in what the Japanese yards were to subsequently offer their clients, along with a great deal of work in shipbuilding technology, with the increasing use of robots. There was much of what we would today describe as “blue-sky” thinking, and some failures which never commercially benefited anyone, but the fact that there was such an organisation brave enough to have attempted these breakthroughs, like the high-speed cargo liner project, or remote-controlled ships, was of itself, admirable.
Over the years, the suggestions that such a model of co-operation as was to be found in Japanese industry should be emulated elsewhere, was often made, but rarely seemed to translate itself from aspiration to action. And it is difficult to deny that the need for a more collaborative approach in so many areas that face the maritime world today is amply illustrated. The very many elements of the demand for more sustainable shipping would be, just for starters, a perfect example of what collaboration might achieve.
So it was interesting to read that some ten Japanese organisations; major shipbuilders and heavy engineers, ship owners and research institutes including Japan’s greatest universities are to join forces in research to produce the “next generation” of ships. And just as the context of the 1980s, when the poor image of “old, dirty industry” and a declining interest in the maritime world was prevalent, there are similar pressures in today’s situation.
Huge challenges on the environmental front and the worrying demographics of a declining labour force become the 2025 backdrop to the Japanese research effort. Among the plans that have been revealed for the new collaboration is the building of a simulation platform that will model a ship’s entire lifespan from its design stage onwards, through construction and operation. The aim rather resembles earlier “ships of the future” with the emphasis being on sophisticated, high-performance vessels, incorporating energy saving, greenhouse gas emission reduction, integrated control systems and autonomous navigation. The optimisation of design and construction will be a large part of the research, which is clearly important to the shipbuilders.
It would be good if the human element could be part of this research, with some real effort going into the whole business of what it will mean to operate these advanced ships. One would like to think that there will be more to this than just crew reductions and real work can be done on a new pattern for ship operation. If humans are to live and work aboard these future ships, they need new ideas around the sort of skills for the “crews of the future” – arguably different, and much better than those of today.
Michael Grey is former editor of Lloyd’s List.
2. Immigration rules
The UK Chamber of Shipping has raised members’ concerns with Government about the growing risk of seafarer shortages and the impact of current immigration rules, particularly for ferry services between Great Britain and Northern Ireland and in the offshore renewable energy sector.
In a letter to the Minister for Migration and Citizenship, Mike Tapp MP – which the Chamber also shared with the Department for Transport, HM Treasury, the Department for Business and Trade, and the Migration Advisory Committee – the organisation called for swift Government action to recognise the distinct needs of the maritime industry and ensure access to the skilled workforce essential for maintaining operations and supporting future growth.
The Chamber says it will continue to press this issue with Government on behalf of members, alongside the development of a Jobs Plan to grow the UK maritime workforce and strengthen the sector’s long-term resilience.
3. Shipping emissions
EU shipping emissions reached their highest levels last year since the EU introduced mandatory reporting in 2018, according to Transport & Environment’s analysis of official EU MRV data . A jump of 13% came despite a downtick in EU-related seaborne trade, with disruption of trade through the Red Sea likely leading to longer routes. Last year’s record emissions levels show how important it is that emissions are priced by the EU, says T&E, which calls for an expansion to smaller vessels.
Container ships were the main drivers of increased emissions with a 46% increase, according to the organisation.
“This is likely explained by an 18% increase in the average distance sailed and 3% average growth in operational speeds, as well as an increase in the number of ships needed to service longer routes. Shipping emissions are very sensitive to operational speeds as each 1% increase in speed can result in a 3% growth in emissions.”
Agathe Peigney, maritime transport policy officer at T&E, said: “Last year’s record pollution shows that even when trade declines, disruption can lead to increased emissions from ships. With the inadequate IMO deal being shelved, the ETS carbon price has never been so crucial.”
The ETS for shipping has now been in place for almost two years and is proving effective, with around 99% compliance already in the first year. The upcoming review is a chance for the EU to stay the course on maritime climate regulation by strengthening and extending the system to ensure all polluters pay their fair share, says T&E.
Despite Europe using ever more renewable energy, imports of fossil fuels remain stubbornly high. Fossil fuel carriers continue to make up around 20% of all EU shipping emissions, similar to 2018 levels. Emissions from LNG carriers have been growing since Russia’s invasion of Ukraine, but did decrease in 2024. Emissions from transporting crude oil rose to 2019 highs.
“Transporting fossil fuels around represents a double climate blow. Ending our dependency on fossil fuels would remove a chunk of shipping emissions, but that leaves over 80% of emissions still to be decarbonised. Efficiency and green hydrogen-based fuels will be needed to get to zero”, concludes Agathe Peigney.
4. Service provisions and onerous clauses
A couple of stories in HFW’s London Calling alert recently covered the importance of service provisions and onerous clauses.
In the service provisions comment, Brian Perrott & Lee Forsyth of HFW said that:
ADC appealed an Award in favour of AASTAR on the basis that (inter alia) the arbitrator lacked substantive jurisdiction under s.67 of the Arbitration Act (AA). This claim depended on whether AASTAR validly served the Notice of Arbitration at ADC’s two generic company email addresses –adc@adc.ci andadc_ci@yahoo.fr.
Under s. 76(1) AA a notice of arbitration may be served by a method agreed by the parties or, failing this, it “may be served on a person by any effective means” (s. 76(3)).
Whilst the court did not reach a conclusion on whether service at ADC’s generic email addresses was valid, (as the judgment primarily focused on the application to extend time for appeal), it made some important comments:
(i) The court confirmed that, in the event that s.76(3) AA applied, the basic principle is that a respondent’s generic email address can be “effective means” of service. However, the email address must have been promulgated by the party, on its website, or otherwise, so the sender can reasonably expect the person who opens the email to be authorised internally to deal with it.
(ii) ADC used its generic email addresses in the management of the various contracts with AASTAR. However, the court considered it finely balanced whether this was sufficient promulgation.
(iii) It was argued that s.76(1) applied as the parties had reached an agreement regarding service. The relevant contracts incorporated a version of Gafta Rules No. 125, which stated,“All notices to be served on the parties pursuant to these Rules shall be served by letter, fax, or E-mail or other electronic means”.
The court indicated that this should be sufficient for valid email service and that the Rules did not appear to require promulgation.
Perhaps surprisingly, the court considered it merely “arguable” that the use of generic emails in relation to the management of the relevant contracts was sufficient promulgation in order to satisfy s. 76(3).
Absent an agreement by the parties (e.g. in the specific contract provisions or incorporated terms) that a generic email address is valid service, it is possible that serving such an email address will not be effective, even if a party was using it to send communications in relation to the contract.
It is strongly recommended that permitted email addresses for service of notices and other documents are set out in the contract.
African Distribution Company S.A.R.L v AAstar Trading Pte Ltd [2025] EWHC 2428 (Comm)
Onerous clauses
In the second case Brian Perrott and Patrick Knox of HFW considered The “onerous clause doctrine”: the steps required before an onerous or unusual term of a contract will be held to be binding
A recent case in the English Court of Appeal refines what used be referred to as the “red hand rule”, so-called after Lord Denning, a revered judge of a remarkable 38 years (up until the early 1980s), suggested that certain contract clauses “would need to be printed in red ink on the face of the document with a red hand pointing to it before the notice [of the clause] could be held to be sufficient”.
The case affirms the position that, where terms are incorporated by reference into a contract, at least in certain circumstances, any particularly onerous term will not be given effect unless the other party’s attention has been specifically drawn to the term, HFW says.
But there is a high threshold required to show that a clause is onerous or unusual.
The term in question in the case was a so-called “pay first clause” contained in an insurance contract, which in the event the court did not regard as onerous or unusual.
But the principle – which the court preferred to describe as the “onerous clause doctrine” – has a broader application to both consumer and commercial contracts, even if it may generally be unlikely to apply to commercial transactions in financial markets such as insurance where parties are represented by professional agents whose duties will include explaining the meaning and effect of the contracts they conclude for their principals.
In short, the doctrine is all about “notice”, ie. doing all that is fairly and reasonably sufficient to bring a clause to the attention of the other party, where that party is not otherwise already aware of it. Its effect, where it applies, is that the onerous clause in question will be treated as not having been incorporated into the contract, or at least as not having operative effect.
But ultimately the question of how onerous the clause needs to be to fall within the doctrine, and the question of what will amount to fair and reasonable notice, are questions of fact and degree that a court will need to consider on a case-by-case basis.
In the present case the court concluded that the insurance contract in question was a commercial contract between parties of broadly equal bargaining power, in which it said a court should be slow to intervene.
** MS Amlin Marine NV v. King Trader Limited & Ors [2025] EWCA Civ 1387
5.
STIP
The EU Commission’s new Sustainable Transport Investment Plan (STIP), published on 5th November, represents a major milestone for the methane decarbonisation pathway a comment by SEA-LNG says. The plan explicitly recognises LNG, bio-methane and e-methane within the clean-fuel mix, noting that ‘LNG, with effective methane-slip mitigation technologies, can also reduce GHG emissions,’ and the trend of ‘ocean-going ships moving towards methane (LNG, bio-methane and in future e-methane).’
In clearly recognising the methane decarbonisation pathway, the STIP reflects long-standing calls for fuel and technology neutrality, ensuring methane, biomethane and e-methane compete on equal terms with other clean fuels, the company said.
The STIP also aligns with maritime market realities and recognises the importance of infrastructure continuity. Over 70% of alternative-fuel vessel tonnage ordered in 2025 is methane-fuelled (according to DNV data). This is proof that the market is already focused on solutions that are delivering practical, realistic decarbonisation – starting today.
Importantly, the Plan highlights positive steps towards a more integrated fungible market for bio-methane. It urges Member States to avoid barriers to methane use and harmonise biomethane eligibility. This supports SEA-LNG’s vision for a single, cross-border EU market for renewable methane.
Steve Esau, Chief Operating Officer, SEA-LNGnoted: “Policymakers increasingly recognise the need to balance competitiveness with sustainability and to focus on proven practical and realistic solutions that deliver towards decarbonisation today. While there remain areas where further clarification is needed – particularly around investment, funding eligibility, and the practical implementation of neutrality – this moment clearly validates investments in the methane decarbonisation pathway.”
Mark Watts, SEA-LNG’s European Public Affairs Directoradded: “In terms of next steps, investment and infrastructure clarity are key. SEA-LNG calls for clear funding and eligibility frameworks for methane-based fuels and continued recognition of existing LNG infrastructure as the backbone for scaling renewable methane. The STIP is a constructive step forward – a strong foundation for Europe’s technology-neutral, market-driven maritime transition. The direction is clear, the technology is ready, the investment is happening – and waiting is not a plan.”
6. Under pressure
Danica Crewing Specialists Seafarer Survey for 2025 reveals a profession under increasing pressure, with stress levels and early retirements on the rise. Yet, the findings also point to positive developments in welfare, training, and crew retention.
The annual survey, based on responses from hundreds of seafarers worldwide but mainly from Eastern Europeans and Filipino nationalities, highlights the need for sustained investment in people to secure the industry’s future workforce.
While wages have largely stabilised across ranks, seniority bonuses are becoming more common and experienced second engineers saw notable pay rises due to strong demand. Among ratings, senior roles such as bosuns, fitters, pumpmen, and cooks remain in high demand and continue to command solid wages.
Mental well-being remains a growing concern, with 44% of seafarers reporting stress during their last contract (up from 35% in 2024) and 16% saying they felt mentally depressed.
However, more employers are supporting crew welfare through private medical insurance, now covering 24% of seafarers and their families, a 33% increase since 2019.
Training satisfaction has also improved, with 64% of respondents rating it as “very” or “extremely useful,” A new training category is cybersecurity.
Overall retention is growing as more seafarers are choosing to stay longer with their current employers, suggesting greater loyalty and stability within the workforce.
More seafarers expect an earlier retirement from sea with now 42% of seafarers expect to stop sailing before 55. This will contribute to the seafarer shortage, in particular amongst senior ranks.
Late salary payments also persist, with 30% reporting delays and 9% not receiving full payment.
“We’re seeing worrying signs around stress and early retirements, and that tells us the industry needs to do more to make seafaring a sustainable and attractive career,” said Henrik Jensen, Managing Director of Danica Crewing Specialists. “Progress in training, insurance, and loyalty is encouraging but real change means supporting every aspect of a seafarer’s life at sea.”
This year’s Seafarer Survey shows the maritime sector must continue strengthening its focus on welfare, stability, and sustainable career pathways to retain the experienced seafarers and attract the next generation of seafarers.
To view the 2025 Seafarer Survey, see the Danica website.
7. Wind technologies
Lloyd’s Register (LR) has independently reviewed and approved BAR Technologies’ methodology for calculating P-Wind – the amount of power that is generated by WindWings® installations. The approval confirms that BAR Technologies’ computational fluid dynamics (CFD) approach and resulting force matrix align with IMO guidance (/Circ.896) and ITTC verification standards, enabling owners to quantify regulatory benefits under EEDI and EEXI with confidence.
Following a detailed technical review, LR has approved BAR Technologies’ submission as acceptable across every assessment category, from CFD code specification and boundary conditions to grid independence, validation against experimental data, and the generation of the installation-specific /wind matrix. The outcome provides shipowners with a transparent, class-reviewed pathway to calculate the propulsive contribution of WindWings® systems without resorting to lengthy full-scale trials.
For the industry, the significance is immediate. By establishing a class-approved model that can be applied across vessel series, BAR Technologies has removed a major barrier to adoption: uncertainty over evidencing wind-assist performance within statutory efficiency frameworks. Future projects can now follow a proven, streamlined approval route, cutting lead times and engineering costs.
“This approval from Lloyd’s Register moves the conversation from promise to proof,” said John Cooper, CEO of BAR Technologies. “It shows that our modelling delivers decision-grade numbers trusted by class and that owners can book real, verifiable P-Wind gains into their EEDI and EEXI submissions today. It’s another milestone in taking wind propulsion from experimental to essential. We are determined that the buying of a wind propulsion system from BAR Technologies requires no risk taking from the owners whatsoever.
We deploy the best system with full transparency.”
Steve Windrim, Senior Client Relationship Manager, LR – Account Lead for BAR Technologies, added: “Our review of BAR Technologies’ methodology confirms its robustness against current international references for innovative energy-efficiency technologies. Independent reviews such as this give owners and yards the confidence that wind-assist solutions are being quantified to recognised technical standards, supporting safe and effective integration as the sector accelerates towards decarbonisation.”
BAR Technologies’ studies demonstrate significant power contributions from WindWings® that translate directly into measurable engine-power reductions under IMO rules. The work spans recent applications on large product tankers under construction at major Asian shipyards, establishing a repeatable template for subsequent WindWings® installations on these and other vessel types to gain LR approval.
The achievement builds on BAR Technologies’ expanding collaboration with global classification societies, reinforcing its reputation for rigorous, science-led innovation. As with its earlier Bureau Veritas type-approval milestone, the company continues to set the benchmark for how wind propulsion moves from prototype to regulated reality.
8. Kind leadership
In its 2023 Kind Leadership Report, theMaritime Professional Council (MPC)undertook a survey of over 100 key maritime professionals who shared their views on maritime leadership, training and culture at sea. Eighty-eight per cent of survey respondents agreed that there is a place for Kind Leadership in the maritime sector. As an industry that prides itself on resilience, technical excellence and safety, it was felt that Kind Leadership is the quality that could empower employees and deliver better results all around. In the intervening months, Kind Leadership has been on the radar, but there is still some distance to go.
While historically, a Kind Leader may have been viewed as weak, that is much less the perception today. The survey showed that maritime professionals, at sea and ashore, want to work in an environment built on respect, empathy and trust, with an overriding preference for democratic leadership which promotes emotional intelligence while still adhering to a clear chain of command – essential in times of crisis. However, the ability to question or make suggestions should always be encouraged as it can lead to more informed decision making.
In fact, Kind Leadership harnesses ‘people power’, and results in a more transparent and inclusive working environment which increases motivation, job satisfaction, communication and solid decision-making. Kind Leadership creates a feeling of being valued, heard, and integral to the team, all of which directly translate into fewer expensive mistakes, a reduction in ship and personnel accidents, and lower levels of ill health.
Today there is growing understanding of the value of Kind Leadership – enhanced health and safety, efficiency, productivity and bottom-line results – but it has not yet been consistently implemented. Although there is standard leadership training embedded in STCW and HELM courses, the survey results made apparent that topics such as communication, mentoring, emotional intelligence and inclusivity are not adequately covered. These so-called soft skills are vital to safety on board.
A bridge team with open communication channels between its members operates as a single unit and so can exercise better judgement, while a cadet who feels psychologically safe to ask questions will learn faster and make fewer errors.
Strong communication only becomes possible when the crew is working in harmony and the leader plays a crucial role in creating an atmosphere of mutual respect and understanding, particularly where the crew is made up of many nationalities with different cultures and backgrounds.
As the sector struggles to attract new recruits, making sure that cadets have a good experience onboard is critical to its future. There is an urgent need to ensure that leaders are properly and consistently trained to be firm and fair so that the work environment feels safe and respectful to young mariners, a place where small issues can be raised at an early stage with no fear of reprimand. Mentoring can also play a vital role in giving cadets a trusted source of information and support.
This approach aligns perfectly with the Confidential Human Factors Incident Reporting Programme’s (CHIRP) long-standing message: alearning cultureis stronger than ablame culture.
The upcoming workshop organised byMPC,The Nautical InstituteandCHIRPwill take the conversation on to the next level by discussing how ‘we can bring about and then support a lasting industry cultural change?’ The workshop will examine case studies which demonstrate the efficacy of Kind Leadership, alongside examining issues such as how Kind Leadership can be integrated into mentoring, coaching and cadet training. It will also take a look at how appraisal practices can be modernised to facilitate real, measurable and positive change.
The workshop will be underscoring that Kindness is not a distraction from operational excellence. It is the very foundation of it.
9. Weekend disputes
Ship agents risk facing increasing numbers of legal disputes over weekend port charges if unclear operational instructions from owners and charterers continue to expose them to financial risk, according to International Transport Intermediaries Club (ITIC).
A recent case handled by ITIC involved a disagreement between a shipowner and their local agent after a routine discharge operation extended into a Saturday, triggering a 150% stevedoring surcharge that was outlined in their pro forma disbursement account (PDA). The owner refused to pay the additional stevedore costs for the weekend shift, claiming the agent should have delayed operations until the following Monday to avoid higher rates.
The incident began after the vessel reached the port on the Thursday but berthing was delayed until Friday. Cargo discharge began once alongside but was interrupted by an operational issue that extended the schedule into Saturday. Due to the various factors, the owner incurred one Saturday stevedoring surcharge, with the remaining work resuming on Monday.
With ITIC’s backing, the agent was found to have acted correctly. The weekend surcharges, set at 150% for Saturdays and 200% for Sundays and bank holidays, had been clearly outlined in the PDA issued before the vessel’s arrival and the shipowner did not communicate with the agent that they should not work over the weekend to avoid higher costs.
Mark Brattman, Claims Director at ITIC, said: “In this particular incident, the PDA had made the weekend rates explicit, and the discharge progressed with the Master’s knowledge and authority.
In the absence of instructions from the owner to avoid weekend work, it was reasonable for the agent to proceed to protect the berth and maintain the operation. The real question was whether the surcharge applied, not whether the basic shift cost should be paid – as the owner declined to pay either.”
ITIC supported the agent’s position that the base cost for the Saturday shift would have been incurred on any working day, and that delaying the discharge operation could have led to loss of berth, additional complications, and risk of additional financial penalties. Following ITIC’s intervention, the owner agreed to settle all the charges.
“Agents are increasingly exposed to disputes when weekend operations are not clearly authorised in advance,” he cautioned. “Even when costs and rates are set out clearly in a PDA, it is preferable to confirm any cost-sensitive operations in advance – if it is reasonable and possible to do so. Transparent communication and accurate records remain the best protection against disputes over port charges. The lesson is simple: confirm everything in writing.”
ITIC’s warning comes as ship agents face increasingly narrow profit levels due to tighter voyage margins and rising operational costs that are putting pressure on owners to keep costs down.
10. Data sharing
Maritime technology pioneer Orca AI has launched Co-Captain, a new function in its operational platform. For the first time, vessels can share data with each other, in real time, to optimize navigation. This new capability allows them to be better prepared for real-time events and emerging risks, anticipate hazards early and navigate with higher confidence.
By connecting a growing network of 1,000 Orca AI-installed vessels, with hundreds more set to join, Co-Captain turns every ship into both a sensor and source of awareness. Together they share and receive verified alerts based on real-time conditions, enriched with external data such as weather, vessel traffic and local regulatory feeds.
Building on Orca AI’s advanced computer-vision technology, Co-Captain fuses these fragmented inputs into a single layer of collective intelligence. The result is a constantly evolving picture of each vessel’s route that keeps crews ahead of risk.
“This could very well be the most accurate crowdsourced navigational engine in shipping,” said Yarden Gross, CEO and Co-Founder of Orca AI. “Every addition to the fleet strengthens that shared awareness, enhancing how ships anticipate risk and support one another. Given that 90% of world trade goes by sea, this kind of collaborative navigation is no longer optional – it’s a safety, environmental and security imperative.”
For more details see the company website.
11. Alternative fuel guidelines
ClassNK has released the ‘Part A Guidelines for Ships Using Alternative Fuels (Edition 3.0.1)’. This edition includes supplementary explanations about interpretations of safety requirements for /ethyl alcohol-fueled ships, as well as compiling key points on required plans and documents, and class survey items specifically for such vessels.
The ‘Guidelines for Ships Using Alternative Fuels’ comprehensively describe safety requirements for alternative-fueled ships. It stipulates requirements for installation, controls, safety devices, etc., aiming to minimize the risks to ships, seafarers, and the environment posed by the use of alternative fuels.
The Guidelines consist of four parts: Part A (Methyl / Ethyl Alcohol), Part B (LPG), Part C (Ammonia), and Part D (Hydrogen). In response to the increasing number of methyl alcohol-fuelled ships being built both domestically and internationally, ClassNK has issued this revised edition to clarify frequently inquired requirements in Part A and to further support stakeholders involved in such projects.
Part A (Edition 3.0.1) added supplementary explanations for key design topics that have attracted particular attention in shipbuilding, through utilizing the knowledge and experience gained from design review activities and further clarifying the interpretation of safety requirements for /ethyl alcohol-fuelled ships.
In addition, as part of the recent trends in /ethyl alcohol-fuelled ships, discussions on the revision of the IMO Interim Guidelines*1, which form the basis of Part A, are scheduled to take place at the 12th session of the IMO Sub-Committee on Carriage of Cargoes and Containers (CCC 12) in September 2026.
ClassNK will closely monitor these discussions and reflect the outcomes in Part A as necessary.
As part of the ‘ClassNK Transition Support Services’ that comprehensively supports customers’ smooth transition to zero-emission, ClassNK will continue to support the introduction of alternative-fueled ships by issuing such safety requirements and guidance for design.
The guidelines are available to download via ‘Guidelines’ of My Page on ClassNK’s website after registration.
*1 /Circ.1621 ‘INTERIM GUIDELINES FOR THE SAFETY OF SHIPS USING /ETHYL ALCOHOL AS FUEL’
12. Nuclear cooperation
Bureau Veritas (BV), along with more than 30 European companies from the French and international nuclear and maritime sectors, has formally signed the Declaration of Cooperation for Accelerating Nuclear for Maritime Applications to meet Climate Ambitions during the World Nuclear Exhibition in Paris. The signing represents a landmark initiative uniting international stakeholders across the nuclear, maritime, research, financial and regulatory communities in a shared commitment to promote a European initiative to advance the safe and sustainable use of nuclear technologies for maritime decarbonization.
The declaration recognizes the critical role of the maritime sector in achieving global climate goals and the need to transition to low-carbon energy systems. It highlights the potential of Small Modular Reactors (SMRs) to become a safe, reliable, and sustainable solution for maritime and port energy systems. Together, the signatories reaffirmed their commitment to advancing innovation in line with the France 2030 Investment Plan, which allocates €1 billion to the development of innovative nuclear technologies, including SMRs.
The signatories have committed to an ongoing collaborative effort – across industries – to address technological, regulatory, and societal challenges, and to identify pilot projects to test and validate nuclear-powered solutions.
The declaration also emphasizes transparent communication on nuclear safety to build public understanding and trust.
In addition, the participants encourage Administrations to develop a robust European ecosystem that will facilitate the development of nuclear technologies in maritime operations; to strengthen international collaboration with the International Atomic Energy Agency (IAEA) and the International Maritime Organization (IMO); and to call on governments and institutions to provide regulatory clarity, equitable access to climate finance, and harmonized safety standards. Progress will be reviewed annually to ensure transparency and alignment with global climate and energy transition targets.
Matthieu de Tugny, Executive Vice President, Industrials and Commodities at Bureau Veritas, said: “This declaration marks an important milestone in aligning nuclear and maritime expertise to accelerate decarbonization and support the long-term sustainability of global shipping. The integration of nuclear technology into maritime operations represents a transformative opportunity, but it must be built on the foundations of safety, transparency, and international cooperation. With recognized competences in both the maritime and nuclear sectors, Bureau Veritas is uniquely positioned to help ensure that innovation advances responsibly and sustainably.”
Christine Cabau Woehrel, Executive Vice President Assets & Operations at CMA CGM, and Chair of the Steering Committee of the New Energies Coalition,declared: “The role of nuclear energy in the decarbonization of maritime and port environments is emerging with both promise and responsibility. By joining forces with Bureau Veritas, Onet, Bessé and our international partners, we are taking an initial yet determined step toward exploring how advanced nuclear technologies — such as SMRs — can contribute safely and sustainably to the energy transition of the maritime sector in the long run. Collaboration, transparency, and scientific rigor will guide our path forward for port electrification and maritime decarbonization.”
Émilie de Lombarès, Chairwoman of the Executive Board at Onet Group, declared: “This declaration of cooperation emphasizes the need for coordinated international efforts to address the technological, regulatory, societal, and financial challenges associated with integrating civil nuclear power into the maritime sector. Given Onet Group has supported the French nuclear sector for around 50 years, our long-standing presence has given us a unique, hands-on understanding of the industry’s evolution. We are actively supporting several innovative projects for decarbonization, involving SMRs because we think the SMR approach is a new opportunity to re-evaluate the potential of nuclear energy for maritime industry. That is why we joined forces with Bureau Veritas, CMA CGM, Bessé as well as other international partners to invite all stakeholders in the nuclear and maritime sectors to join this collective movement as to build a sustainable, secure, and resilient maritime future, showcasing French and European leadership.”
13. Seafarers awards
Welfare charity the Mission to Seafarers (MtS) has announced the winners of its 8th International Seafarers Awards.
This year’s prestigious awards ceremony, held on Friday, 31st October at the Fairmont Hotel, Singapore, provided the perfect backdrop to honour seafarers and those dedicated to improving their welfare.
Supporters of The Mission to Seafarers gathered from across the maritime industry to celebrate the dedication, resilience, and compassion that define the seafaring community. Firmly established as a key fixture in both the Singapore and global maritime calendars, the awards, as with previous years fostered a strong sense of unity and shared purpose in honouring the men and women who keep global trade moving and the industry afloat.
Congratulations to the winners of the Seafarers Awards Singapore 2025:
Seafarer Award– The seafarer who has made a significant contribution to welfare at sea.
•Winner:Moe Khaine Htun Naung, Pacific International Lines (Pte) Ltd
•Highly Commended: Chief Officer Laarni Grace Reyes Pangilinan, Hafnia
Shore-based Award –The shore-based person who has made a significant contribution to seafarers’ welfare.
• Winner:Yogesh Pasrija, Wallem Group
•Highly Commended:Captain Tin Oo, Pacific International Lines (Pte) Ltd.
Cadet Award– The Cadet or Trainee who has made a significant contribution to seafarers’ welfare at sea or ashore.
• Winner:Han Shuyue, Pacific International Lines (Pte) Ltd.
• Highly Commended: Ronilo II Garcia Lagrada, OSM Thome Inc.
Innovation Award– The company that has embraced a new programme, project, or training which has enhanced seafarers’ welfare.
• Winner:Joffrey Bravo, Seaker System Technologies Inc.
• Highly Commended:Oren Saar, Agwa
Rescue Award– The Captain or Crew who has coordinated a successful rescue operation to save lives at sea.
• Winner:Captain Sanjay Wagadia and crew, GFS Ship Management FZE
Secretary General Award– The person or company who has shown sustained efforts to improve seafarers’ welfare at sea or ashore.
• Winner:Captain Robert Walker, ASP Ships Group
The raffle draw was another highlight of the evening, featuring coveted prizes such as tickets to a Singapore Symphony Opera Gala Concert, multiple dining vouchers for local restaurants, a five-star luxury stay in Bali, and more. Through the raffle just under S$18,000 was raised. These prizes reflected the strong support and appreciation that both industry insiders and partners have for MtS and for the seafarers who keep our global economy moving.
Additionally, a silent auction of a Compass Binnacle, generously donated by Captain Venkat Padmanabha, was held by the Nautical Institute (Singapore Branch) and M3 Marine, raising S$5,888 for MtS.
Jan Webber, Director of Development at The Mission to Seafarers, said: “The 2025 Seafarer Awards celebrate the exceptional commitment and outstanding accomplishments of those devoted to improving the welfare of seafarers. The sheer range and efforts of those who entered the awards highlight the continuing importance of tackling the changing challenges within the maritime community. We warmly congratulate all winners and sincerely commend every nominee. Our gratitude also extends to the sponsors and partner organisers, whose generous support makes this possible.”
Teng Huar Lee, Vice President Shipping and Maritime APME, Shellsaid: “Shell is delighted to continue to support the meaningful work of the Missions to Seafarers and hope to inspire action within the wider community.
It is a commitment to recognizing the dedication and commitment of the seafarers, who are helping the maritime industry thrive in area of crew safety, well-being and access to equitable opportunities.
Gerard Ang, Head of Maritime Iron Ore, BHP, said: “Seafarers are the backbone of global trade – their professionalism and dedication keep supply chains resilient and connected. At BHP, we deeply value their contribution and are proud to support initiatives like Mission to Seafarers that care for those who make our industry possible.”
Abhishek Chawla, Chief Marine Officer, PIL, said: “At PIL, we are committed to the well-being and development of our crew, and are proud to support The Mission to Seafarers. We ensure the safety of our crew and enhance their quality of life at sea with various welfare programmes, such as wireless connectivity at sea, comfortable accommodations, crew care and amenities, to name a few. Through our PIL Academy, we engage and train new cadets, empower our seafarers to grow their careers, as well as provide opportunities for ship to shore transitions. We are especially proud of our trainee Han Shuyue for winning the Cadet Award, which reflects both her dedication and the strength of our training programme.”
The Mission is equally thankful to all who donated the sought-after raffle prizes, including Mariner Travel courtesy of ASP Ships Group, ATPI, Anglo American, Singapore Polo Club, The British Club, Royal Albatross, Singapore Symphony Orchestra, Fullerton Bay Hotel Singapore, and Fairmont Singapore Hotel, Oso Ristorante, as well as Capt. Mike Meade from the Nautical Institute.
14. Hague 19
For those still wondering about enforcement of judgments post-Brexit, Hague 19 now fills a gap, law firm Tatham & Co says.
The new regime, referred to as “Hague 19”, came into force on 1 July 2025. Its formal name is the Convention of 2 July 2019 on the Recognition and Enforcement of Foreign Judgments in Civil or Commercial Matters.
It is now the regime for recognition and enforcement of judgments between England and Wales, Northern Ireland and Scotland and the EU member states except for Denmark.
What are the benefits of Hague 19 and important things to note?
1. Very importantly, Hague 19 does not cover rules for working out which contracting state has the jurisdiction to hear a dispute. This is a big difference to what one would have been used to under the Brussels Convention regime and the Lugano Convention regime. Hague 19 is simply about recognising and enforcing judgments in the contracting states.
2. It applies to the recognition and enforcement of judgments where the proceedings in question were commenced after 1 July 2025.
3. It applies to recognition and enforcement of judgments in civil and commercial matters. This requirement readers familiar with the old Brussels and Lugano Convention regimes will recognise. So, it applies to commercial contracts, consumer contracts, employment contracts and property rights. It does not apply inter alia to matters involving administrative law, bankruptcy, competition law, customs, family law, intellectual property, revenue law, wills and probate. Importantly – for most readers – it does not apply to arbitration, the carriage of goods (or the carriage of passengers), general average, limitation of liability for maritime claims, marine pollution.
4. It applies to both monetary and non-monetary judgments. Interim measures are not judgments eg a freezing injunction.
5.
A judgment will be able to be recognised and enforced in another contracting state in a number of situations. For example,
· the person against whom recognition or enforcement is sought is the person that brought the claim, other than a counterclaim, on which the judgment is based;
· the defendant expressly consented to the jurisdiction of the court of origin in the course of the proceedings in which the judgment was given.
· the judgment ruled on a contractual obligation and it was given by a court of the state in which performance of that obligation took place, or should have taken place, in accordance with (i) the agreement of the parties, or (ii) the law applicable to the contract, in the absence of an agreed place of performance, unless the activities of the defendant in relation to the transaction clearly did not constitute a purposeful and substantial connection to that state.
6. Recognition and enforcement can be postponed or refused if the judgment is the subject of review in the state of origin or the time limit for seeking ordinary review had not expired. However, a refusal does not prevent a subsequent application to recognise or enforce the judgment.
7. Recognition or enforcement may also be refused if a judgment awards damages that do not compensate a party for the actual loss or harm suffered. The court will take into account whether and to what extent the damages awarded cover costs and expenses relating to the proceedings. It will be interesting to see how this provision works in practice.
The hope is that Hague 19 will apply more widely and provide a framework for easier enforcement of English judgments in a wide range of countries and not just the EU ones (excluding Denmark). At the time of writing, Hague 19 is also in force for Ukraine and Uruguay. It will enter into force for Albania, Andorra and Montenegro in 2026.
Importantly, Hague 19 does not supersede the Lugano Convention, which continues to regulate the recognition and enforcement of many civil and commercial judgments between the EU and EFTA countries (Iceland, Norway and Switzerland). The hope is that the UK becomes a party to the Lugano Convention in due course. Its accession to the convention requires the agreement of all signatories, including the EU (which has not yet given consent as the European Commission thought that this was not in the EU’s interests). In the meantime, Hague 19 fills at least some of the vacuum created post-Brexit in relation to recognising and enforcing English Law judgments.
Finally, a reminder regarding recognising and enforcing English Law judgments (or arbitration awards) in countries not party to Hague 19. This may be regulated by other bilateral or multilateral treaties, or by applying domestic legislation.
Notices and Miscellany
Nuclear propulsion
A seminar on nuclear propulsion will be held by DNV on 18 November. As environmental regulations become increasingly stringent, nuclear propulsion is regaining attention as a potential solution for sustainable shipping.
Across the globe, industry stakeholders are examining the nuclear option – not only from a technical perspective, but also through the lens of innovative business models and evolving regulatory frameworks.
DNV’s recently released white paper on nuclear propulsion explores the opportunities, challenges, and pathways for integrating nuclear technology into commercial shipping. This webinar will summarize key findings from the paper. The presenters are Ole Christian Reistad, Sr.
Principal Researcher (nuclear), and Eirik Ovrum, Business Development Manager, both from DNV. For details seethe DNV website.
New Inchcape office
Inchcape Shipping Services (ISS), a global leader in port agency and marine services, has officially opened a new office in Manzanillo, Colima — Mexico’s busiest container port and a critical gateway for Pacific trade.
This strategic expansion strengthens Inchcape’s operational footprint along Mexico’s Pacific corridor, enhancing responsiveness and service coverage for tanker, dry bulk, liner, cruise, government, and ship management clients. The move underscores Inchcape’s commitment to delivering consistent, high-quality support across both coasts of Mexico.
Best procedures
TheICS Deck Procedures Guidealigns with the globally recognisedBridge Procedures GuideandEngine Room Procedures Guide,completing an essential set of guides that enable companies to uphold the highest standards of best practice across ship operations. When used in collaboration, users can benefit from harmonised inter-departmental communications and procedures.
Offering a comprehensive overview of essential deck operations, this first edition ensures that all those working on or maintaining machinery on deck are well-equipped to handle a wide range of operations including cargo operations, bunkering and heavy weather preparations. It includes practical procedures and checklists for deck operations and maintenance of core equipment, across all ship types.
For details of this new guide see the International Chamber of Shipping website.
NorthStandard appointment
NorthStandard has appointed Jack Marriott Smalley as its new Head of Underwriting for Asia Pacific, with effect from 3 November, 2025.
Mr Marriott Smalley brings over 14 years of underwriting experience at NorthStandard to the role, including 11 years in Singapore, most recently serving as Head of Southeast Asia Pacific. His engagement with members, brokers, and partners has been pivotal in strengthening the Club’s presence across the region.
Please notify the Editor of your appointments, promotions, new office openings and other important happenings:contactus@
And finally,
With thanks to Paul Dixon
Murphy’s Laws on work
Everything can be filed under ‘miscellaneous’.
Never delay the ending of a meeting or the beginning of a cocktail hour.
To err is human, to forgive is not company policy.
Important letters that contain no errors will develop errors in the mail.
There is never enough time to do it right the first time, but there is always enough time to do it over.
If you are good, you will be assigned all the work. If you are really good, you will get out of it.
If it wasn’t for the last minute, nothing would get done.
At work, the authority of a person is inversely proportional to the number of pens that person is carrying.
No one gets sick on Wednesdays.
The longer the title, the less important the job.
Once a job is fouled up, anything done to improve it makes it worse.
Success is just a matter of luck, just ask any failure.
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