Ship Management International Issue 117 September/October 2025

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ISSUE 117 SEPTEMBER/OCTOBER 2025 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

STRAIGHT TALK 8 – Pressing the pause button on

IMO net-zero plan Time for a rethink

FIRST PERSON

net zero

NOTEBOOK 10 – Mixed reactions to adjournment of IMO Net-Zero Framework talks

13 – Why more shipowners are

20 – Bjorn Højgaard,

CEO of Anglo-Eastern

rethinking ship management

14 – Is the ship manager really the shipowner?

HOW I WORK

16 – Shipmanagement and seafarers among subjects in the spotlight at Maritime Cyprus Conference

Get our magazine digitally.

Scan QR code and fill in your details to receive.

22 – Jonas Gustavsson CEO, MacGregor

INTERMANAGER OUTLOOK 18 – When ‘respect’ becomes just a word Kuba Szymanski, Secretary General of InterManager

DISPATCHES 24 – Energy transition and

seafarers prove central themes of LISW25

Issue 117 September/October 2025

Ship Management International

5

SHIP MANAGEMENT INTERNATIONAL – ISSUE 117 SEPTEMBER/OCTOBER 2025 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

REGIONAL FOCUS

ISSS CONFERENCE 28 – Crew Conundrum

Malta Report

50 – Maritime Transport Strategy could be a turning point

Panama Report

60 – Panama de-lists vessels, tightens flag criteria CREW MANAGEMENT 36 – Time to say goodbye to the past

AD HOC 58 – Our regular diary section

ALTERNATIVE VIEWPOINT 72 – Seafaring - on the brink of change?

Dr Martin Stopford

TECHNICAL 73 – Ammonia as a marine fuel to bring benefits and challenges

ALTERNATIVE FUELS 77 – Biomethane: the next practical step

37 – The value of immersion: How technology can help build a skilled workforce

38 – Human touch critical for future of seafaring, stresses Wallem

CREW WELFARE 41 – Why looking after crew

BUSINESS STRATEGY 62 – A KPMG Briefing on Decarbonisation and other strategic business issues

ANALYSIS 64 – Robust drybulk fleet numbers

during transit matters

could affect charter market

43 – VIKAND’s OneHealth

programme reveals everyday illnesses affecting seafarers

44 – How technology is redefining health, safety and security for seafarers

CLEAN OCEANS 68 – Our Obligation: Ballast water management

SHIP SUPPLY 78 – ISSA welcomes the world’s ship suppliers and buyers to Singapore for its ISSA67 Convention

OBJECTS OF DESIRE 82 – Our pick of the most coveted creations

REVIEW 84 – Bringing you the best in arts & culture

46 – Tackling dietary challenges for multinational crews at sea

49 – Well-being and Sustainability at Sea: How Data-Driven Nutrition Is Transforming Life on Board

NAVIGATION 70 – Q&A with Espen Martinsen, Chief Commercial Officer at StormGeo

LIFESTYLE 86 – Motors: Toyota Prius

The November/December issue of Ship Management International magazine (SMI 118) is to be distributed at CMA Shipping in the US in early 2026. It will feature interlinked reports on Hong Kong & China, including industry developments timed to coincide with Hong Kong Maritime Week and the Marintec China event respectively.

There will also be a special country feature on Türkiye, including the reaction of Turkish shipowners to latest IMO decarbonisation plans, as well as sector reports on Ship Registries and Crew Travel.

Next issue

6

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Ship Management International

Issue 117 September/October 2025

The shipping business magazine for today’s global ship owners and ship managers Issue 117 | September/October 2025

STRAIGHT TALK Connect with us /ShipManInter

Visit our website www.shipmanagementinternational.com

Join the debate @ShipManInter

Download our App Ship Management International

Pressing the pause button on net zero

I

n a surprise development,

the way the UN body traditionally

a way of extracting funds from

anticipated adoption of IMO’s Net-

comported itself.

the shipping industry rather than

Zero Framework at an extraordinary

Amid all the acrimony, previous

actually reducing emissions.

session of the Marine Environment

supporters of the NZF began to waver,

Protection Committee (MEPC) in mid-

leading to an IMO decision to defer

Chris Wiernicki dropped a veritable

October never happened. This is largely

consideration for a year while Member

bombshell during the London

because of political pressure with the

States worked on tweaking the

thought-leadership week by calling on

US openly threatening tariff reprisals

Framework to try and reach consensus.

the IMO to “take a timeout” to pause

against countries voting in favour.

The writing had already been on

and rethink its strategy on reducing

And ABS Chairman and CEO

the wall, with shipowners becoming

shipping’s GHG emissions – which it

deteriorated, with accusations of

increasingly vocal about the NZF’s

turns out is exactly what happened.

‘bias’ against the meeting chairman

shortcomings and inconsistencies in

Global regulation via consensus at

and charges of ‘neo colonialism’

the run-up to the MEPC. Whether

the IMO “is important”, Wiernicki had

levelled at the EU and North

the Framework was really ‘fit

said, “but it is equally important we

European bloc supporting the NZF.

for purpose’ became one of the

get this right” - a sentiment on which

IMO Secretary-General Arsenio

major talking points at London

IMO Member States and the shipping

Dominquez had to step in to try and

International Shipping Week in

industry as a whole can surely now

calm matters, chiding that this wasn’t

September, many feeling it more

agree and move forward. l

Tone of the MEPC debate quickly

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Notebook Mixed reactions to adjournment of IMO Net-Zero Framework talks

The International Maritime Organization in mid-October agreed to adjourn the extraordinary session of its Marine Environment Protection Committee (MEPC), which had been convened to consider the adoption of draft amendments to MARPOL Annex VI, including the IMO Net-Zero Framework (NZF).

I

MO said that the extraordinary session would be

the first industry to voluntarily agree binding GHG

reconvened in 12 months’ time. In the interim, it

reduction measures.

called on Member States to “continue to work

Adoption of the NZF at the MEPC had been widely

towards consensus on the IMO NZF,” using the

anticipated, but opposition in the final run-up to the

time to ensure the framework is strengthened and

meeting - from influential countries such as the US and

adopted next time round. An Intersessional Working

Saudi Arabia - led to a rancorous debate. This left the

Group on reduction of shipping emissions due to be

likely outcome of any vote requiring a two-thirds majority

held late October would go ahead regardless, “to

hanging in the balance, according to insiders, and hence

continue work on the guidelines for implementing the

the adjournment.

Immediately afterwards, The International Chamber

NZF,” the IMO added.

To recap, the NZF was approved at the MEPC 83

of Shipping (ICS) said it was ‘disappointed’ that Member

session in April 2025, as a new Chapter 5 of the Draft

States had not been able to agree a way forward at the

Revised Annex VI of the International Convention for

meeting for the NZK. “Industry needs clarity to be able to make the

the Prevention of Pollution from Ships (MARPOL). It comprises a set of international regulations aimed at

investments needed to decarbonise the maritime sector,

reducing greenhouse gas (GHG) emissions from ships,

in line with the goals set out in the IMO GHG strategy,”

in line with IMO’s 2023 Strategy for Reduction of GHG

said Thomas A. Kazakos, ICS Secretary General. “As an

Emissions from Ships. It includes two key elements: a

industry we will continue to work with the IMO, which is

global fuel standard and global GHG emissions pricing

the best organisation to deliver the global regulations

mechanism. If approved, shipping would have become

needed for a global industry,” he added.

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Issue 117 September/October 2025

Notebook

INTERTANKO put a positive spin on the delay. “This gives us time to improve the single regulatory maritime framework to cut maritime emissions,” said Managing

to forming an improved robust, pragmatic and realistic version of the NZF.” INTERCARGO echoed these sentiments, Secretary

Director Tim Wilkins. “Let’s use this opportunity to work

General Dr Kostas Gkonis saying: “We wish to see the

collaboratively to tackle the ambiguities and concerns of

current postponement as an opportunity for further

the NZF raised by INTERTANKO Members.”

dialogue. The time ahead should be used constructively

However, the tanker owners’ body added its gloss that:

and effectively to bridge differing positions among IMO

“It is unclear what the path forward is since the positions

Member States and to also ensure that the industry’s voice

are more polarised… INTERTANKO will continue to voice

and input are heard and taken onboard.

the concerns of its Members, demanding reassurance that

“We invite Member States at IMO to work more

all transitional pathways remain in place for the long-term

closely among them but also in partnership with the shipping

shift to zero- and near-zero fuels, allowing shipowners and

community towards agreeing on a regulatory framework that

operators to focus on operational feasibility.”

is realistic, practical, and globally workable.”

Wilkins ended by asserting that INTERTANKO

The Union of Greek Shipowners (UGS) openly

will continue with its efforts to provide ‘practical and

welcomed the decision to delay the process at the

real-world’ input into the process. “There’s some

IMO. President Melina Travlos said it “presents a

misconception that the industry has been sitting

new opportunity to shape a sustainable and effective

around doing nothing, waiting for this decision,” he

international framework that will guide global shipping

said, “when in fact, evidence shows the industry has

safely and realistically through the green transition.

dramatically cut its emissions over the last 10-15 years,

“The lack of consensus highlighted deep rifts over

and will continue to do so, as it simply makes good

the proposed Net-Zero Framework regulation, where the

business and ethical sense.”

positions advanced by the shipping industry were not

Emma Scheiris, Deputy Director – Environment at

sufficiently taken into account.

INTERTANKO, commented: “The maritime industry

“Greek shipping remains firmly committed to the

is ready to build on the achieved efficiency gains and

shared goal of decarbonisation and is ready to lead

accelerate toward a zero-GHG future. Cooperation is key

constructively, with evidence-based and unifying

Notebook

proposals, in a global effort to shape a fair, practical and

its work, and in doing so, representing the views of the

enforceable clean plan, where all stakeholders assume

whole of the marine energy supply chain.”

ING Senior Economist -Transport & Logistics, Rico

their share of responsibility on the collective path toward the green transition,” said Ms Travlos.

Pro-decarbonisation lobby the Global Maritime

Luman, commented: “The delay in the final vote to adopt the Net-Zero Framework (NZF) reduces the

Forum (GMF) pointed out that the MEPC negotiations

likelihood of passing the previously agreed proposal.

had taken place amid “extraordinary political

It is likely to strengthen opposition, including from the

challenges,” and that failure to reach a consensus “will

United States, which may view the postponement as a

now extend the uncertainty over how shipping’s transition

win. While the delay provides additional time to build

to zero emissions will be regulated.”

consensus—also within different shipping segments—

The outcome represents “a disappointing setback for

momentum appears to be fading, making agreement

shipping, but not the end of this journey,” stated GMF’s

increasingly difficult. Continued procrastination could

Director of Decarbonisation, Jesse Fahnestock. “The

ultimately lead to cancellation, which would be a

adjournment for a full year creates serious challenges

disappointing outcome.

for meeting the timelines in the Net-Zero Framework

“From an economic standpoint, introducing

agreed in April and will make delivery of the sector’s

carbon pricing is essential to level the playing

decarbonisation targets even more challenging.

field with sustainable fuels, which are currently not

“We encourage Member States that agreed on

economically viable. Regardless of the timing, a

the framework in April to re-confirm their commitment

pricing mechanism will eventually be necessary to

to multilateralism and continue the urgent work of

drive progress in reducing GHG emissions, also as it

developing guidelines and adopting a regulatory

helps funding green investments.

“Progress on decarbonising the shipping sector has

framework that can deliver on the IMO’s unanimously agreed Greenhouse Gas Strategy.”

been limited in recent years, partly due to geopolitical

The MEPC will continue to work on guidelines for

disruptions that increased sea miles and operational

implementation of the NZF, reminded the GMF, deeming

inefficiencies,” the ING economist concluded. “The

it “essential to complete the design of rewards for Zero

current timeline needs to be reassessed, as the projected

and Near-Zero Fuels, define use of funds for a just and

CO2 reductions by 2030 already fall short of earlier

equitable transition, and provide clarity on emissions

ambitions. As a result, achieving the 2040 and 2050

accounting as soon as possible. Clear and robust

targets set out in the IMO’s net-zero strategy is becoming

guidelines can help pave the way for adoption next year.”

increasingly challenging—particularly given the long investment horizons typical in the shipping industry.”

‘Diplomatic scars’

• As a postscript it can be noted that at the close

The MEPC outcome “demonstrated that the issue

of the meeting of the IMO’s Intersessional Working

of reducing GHG emissions from ships, and in particular

Group on Reduction of Greenhouse Gas (GHG)

the pricing of emissions, is politically contentious for

Emissions from Ships (ISWG-GHG 20) that took place

many countries to the point that achieving a consensus

the week immediately following the MEPC, global

at this stage is not possible,” the International Bunker

international environmental organisation the Clean

Industry Association (IBIA) noted in a statement. “It

Shipping Coalition (CSC) of NGOs applauded IMO

means the draft amendments for consideration will

Member States for have risen above the previous

now have to be revised before being tabled again and

week’s rancour by pushing ahead with preparations for

pausing it for one year.

adoption of the NZF.

“IBIA had expected, together with a significant

“While last week’s IMO decision to delay its Net

number of international associations, a different

Zero Framework was unwelcome, let’s be clear - this is

outcome of the extraordinary MEPC,” it continued. “IBIA

just a postponement and not the end of the NZF”, said

supported the adoption of the NZF and were already

Delaine McCullough, CSC President. “During this week’s

engaged in crucial work on the detailed guidelines”

ISWG meeting, IMO member states have constructively

IBIA added that the GHG working group meeting

engaged in preparing the guidelines that will be

following on from the MEPC would see an attempt to

necessary once the NZF is adopted. This indicates broad

“heal the diplomatic scars” of the previous week. For its

support for the NZF and that progress can still be made

part, IBIA said it would “continue to support IMO and

on preparing for implementation.” l

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Ship Management International

Issue 117 September/October 2025

Notebook

Why more shipowners are rethinking ship management

A

shipowner’s job is no

ETS, shipowners now face parallel

longer just to move cargo

demands across international and

from A to B. In today’s

regional levels, all with significant

climate, they are juggling crew

cost and compliance implications.

scarcity, decarbonisation targets,

Understanding the right compliance

evolving regulations, digital

path for each vessel often requires

transformation and a volatile

technical planning, digital tools, and

geopolitical landscape, all while

operational coordination. And that’s

navigating tighter margins and

just the starting point.

increasing operational scrutiny.

By René Kofod-Olsen, CEO of V.Group

Meanwhile, digital solutions

Despite this complexity,

are transforming the way high-

professional ship management

performing fleets operate. From

still only covers around 16% of the

predictive maintenance and voyage

global fleet. It’s a curious case that

optimisation to emissions reporting

says more about the perceptions of

and crew scheduling, the benefits

bringing a structured approach

ship management than the actual

of maritime digitalisation are

to crew recruitment, training, and

value it offers.

clear. But these tools only deliver

retention, often supported by

full value when integrated across

dedicated training centres, high-

chosen to keep management in-

a fleet, which is challenging for

end simulators and comprehensive

house to maintain a perceived closer

smaller operators with limited data,

welfare programmes that maintain

control of operations or to reduce

resources or IT infrastructure.

performance and morale. This

Traditionally, many owners have

costs. But that model is starting to

This is where professional ship

allows fleets to deliver on their

show its age. The scale and speed

managers can bridge the gap.

operations, from transporting

of change in the maritime world

With larger managed fleets and

complex cargo to staffing hotel

now demands a level of expertise,

global scale, they can harness the

operations on cruises.

scale and adaptability that’s not

power of the ‘data flywheel’ effect,

only tough for most shipowners to

where insights from one vessel

the shipowner’s business, today’s

maintain alone but also risky. This is

continuously enhance performance

top ship managers can serve as

where the case for third-party ship

across the whole fleet. This creates

trusted partners that improve

management becomes compelling.

Far from being removed from

a connected digital ecosystem

transparency, sharpen performance

The top tier of professional

spanning operations, maintenance,

and ensure consistency across

managers can offer more than

procurement, finance and crewing

complex operations. In a market

technical support; they act as

without the owner needing to build

where agility and insight matter

integrated strategic partners. By

systems from scratch.

more than ever, professional ship

Life at sea is also changing with

managers offer a compelling

compliance, through one partner,

new regulations and technologies

solution: not just operational

owners gain a clearer line of sight

being introduced, and having the

support, but a smarter, more

across their operations.

right crew, in the right place, with

resilient way to run fleets.

managing services, from crewing to

Regulatory requirements are

the right skills, is fast becoming

As maritime challenges continue

becoming increasingly layered.

a key competitive differentiator.

to evolve, shipowners may find that

Whether it’s the IMO’s Net-Zero

Professional ship managers

the real risk isn’t in sharing the reins

Framework, FuelEU Maritime or EU

help tackle this challenge by

- it’s in sailing solo. l

Issue 117 September/October 2025

Ship Management International

13

Notebook

Is the ship manager really the shipowner?

I

n my previous SMI article, I

made by the actual owner. In other

discussed why the manager

words, the manager becomes

should not be named as the

the principal under the DMLC,

operator under the Certificate

despite their liability under the

of Financial Responsibility

management agreement being

(COFR), as this may lead to

clearly defined as that of an agent.

liabilities arising from tariffs

As the principal, the manager may

imposed by the Office of the U.S.

face reputational damage and

Trade Representative (USTR).

regulatory scrutiny, particularly if

A similar situation which can

the vessel is detained or found to

result in significant liability is the

be non-compliant.

Declaration of Maritime Labour

From a risk management

Compliance (DMLC). The DMLC

perspective, the solution is simple:

is a cornerstone of the Maritime

the DMLC should name the actual

Labour Convention (MLC),

shipowner, the entity with ultimate

setting out who is responsible for

control and financial responsibility,

ensuring compliance with crew

as the responsible party. This

welfare standards. While it may

ensures that liability aligns with

seem convenient to name the ship

authority and avoids placing

manager as the “owner” under

managers in a legally precarious

the DMLC, doing so can expose

position. It also reflects the intent

managers to unintended and

of the MLC, which is to hold

disproportionate liabilities.

accountable those who can effect

The MLC defines the “shipowner”

change and ensure compliance.

as the entity responsible for the

As a last resort, the manager may

operation of the ship and for ensuring

sign the DMLC, but only as ship

compliance with the convention.

manager, acting for and on behalf

However, this definition does

of the actual owner.

Managers should insist on

not automatically equate to the

By Robert Hodge, Director & General manager, ITIC

Club of costs paid out in respect for unpaid wages and repatriation.

In conclusion, naming ship

commercial owner of the vessel. In

contractual clarity and ensure

practice, the party named on the

that the DMLC accurately reflects

managers as the owner under the

DMLC becomes the focal point for

operational reality. Managers are

DMLC is not merely a technical error,

Port State Control (PSC), crew claims,

often named as joint assureds

it is a strategic misstep that can have

and regulatory enforcement.

under P&I policies, and coverage

serious consequences. Shipowners,

may extend to certain liabilities,

managers, and insurers must work

as the owner on the DMLC, they

such as repatriation and unpaid

together to ensure that the DMLC is

assume obligations that may far

crew wages. However, this should

correctly completed and that roles are

exceed their contractual remit.

not be relied upon as a substitute

clearly defined. Doing so protects all

This includes responsibility for

for proper documentation. The

parties, upholds the integrity of the

repatriation costs, unpaid wages,

exposure for managers as joint

MLC, and ensures that crew welfare is

and other crew-related liabilities,

assureds is that they may be

managed by those with the authority

even if these arise from decisions

required to reimburse the P&I

and resources to do so. l

When a ship manager is named

14

Ship Management International

Issue 117 September/October 2025

Notebook

Shipmanagement and seafarers among subjects in the spotlight at Maritime Cyprus Conference

T

he Maritime Cyprus 2025 Conference consisted of three days of dynamic

discussion under the central theme ‘Unlocking the Future of Shipping’.

Building on the momentum of previous sessions, the final day’s agenda focused on the future of maritime safety, the transition toward climate resilience, and the technologies and partnerships that will define the next decade of global shipping.

The day opened with an address

by H.E. Mr. Costas Kadis, European

that brought together Mr. Mark

participants calling for the industry

Commissioner for Fisheries and

O’Neil, President and CEO at

to present seafaring as a modern,

Oceans, who outlined the European

Columbia Shipmanagement;

attractive, and secure profession.

Union’s commitment to supporting

Mr. Dieter Rohdenburg, CEO at

shipping’s green and digital

InterMaritime Shipmanagement

the session ‘Seas of Change:

transitions. He highlighted Cyprus’s

Ltd; Mr. Jan Meyering, Joint

Technology’s Impact on Shipping

leadership as a maritime services

Managing Director at Marlow

and Seafarers’, led by Ms. Despina

hub and its close alignment with the

Navigation Co. Ltd.; and Mr.

Theodosiou, Co-CEO at Tototheo

EU’s vision for sustainable ocean

Sebastian von Hardenberg, CEO at

Global, with participation from

governance under the European

Bernhard Schulte Shipmanagement

Mr. Stephen Cotton, General

Ocean Pact. Commissioner

(BSM), to discuss how shipowners

Secretary at the International

Kadis also announced a series of

can navigate decarbonisation,

Transport Workers’ Federation

upcoming initiatives, including

digitalisation, and evolving

(ITF); Ms. Fotini Ioannidou,

a European Maritime Industrial

geopolitical pressures.

Director for Waterborne Transport

Experts then convened for

Strategy, an EU Port Strategy,

Panellists agreed that closer

at the European Commission; Ms.

and a Strategy for Coastal and

integration between owners and

Elpi Petraki, President at WISTA

Island Communities, each aimed

managers is vital as compliance,

International; and Mr. Prabhat Jha,

at strengthening competitiveness,

data and safety demands grow.

Group Managing Director and

modernizing infrastructure,

They emphasised that the future

CEO at MSC Shipmanagement

and accelerating investment in

of ship management will depend

Ltd. The discussion examined

renewable fuels and technology.

on partnership-based operating

how digitalisation and automation

In one of the following

models, investment in people and

are reshaping seafarer welfare,

sessions (pictured), Elaborate

adaptability to new technologies.

training, and safety.

Communications CEO Mr. Sean

The conversation also underscored

Moloney guided a conversation

the continuing importance

technology must enhance – not

on ‘Safeguarding Shipowners in

of seafarer welfare, training

replace – the human element,

a Rapidly Changing Environment’

and career development, with

emphasising the importance of

16

Ship Management International

Issue 117 September/October 2025

Here panellists agreed that

Notebook

standardised systems, global training

regulatory tightening, and the

amid continued economic and

frameworks and inclusive workforce

green transition are reshaping

geopolitical volatility.

development. They highlighted how

the industry’s access to capital.

As the Maritime Cyprus

innovation can improve operational

While noting the growing role

2025 Conference drew to a

efficiency and quality of life at sea,

of Asian lenders and alternative

close, participants reflected on

provided that stakeholders work

financing models, he emphasised

three days of insightful debate,

together to ensure equitable access

that Greek and Cypriot banks

collaboration and knowledge

to technology, protect seafarers’

continue to expand their

sharing. With more than 1,000

wellbeing, and attract a diverse

presence, recognising shipping as

delegates from across the global

next generation to the maritime

a sector of strategic importance.

maritime community, this year’s

profession.

Mr. Petropoulos underlined that

Conference reaffirmed Cyprus’s

the absence of a clear and unified

position as a trusted voice and

General Manager for Structured

pathway for the green transition

international centre of excellence

Finance and Shipping at Piraeus

creates uncertainty for both

for shipping. Speakers and

Bank, delivered a presentation

shipowners and financiers, but

delegates alike emphasised that

titled ‘The Crystal Ball of Shipping:

also presents opportunities for

the industry’s future success

Trends, Risks, and Opportunities

growth in sustainable investment.

will depend on collective action

Ahead’. He reflected on the

He concluded by stressing that

through collaborative innovation

evolving landscape of shipping

adaptability, transparency, and

and a shared commitment to

finance, highlighting how

responsible lending will be key

shaping a sustainable and resilient

geopolitical fragmentation,

to maintaining financial stability

global maritime sector. l

Mr. Konstantinos Petropoulos,

Issue 117 September/October 2025

Ship Management International

17

InterManager Outlook When ‘respect’ becomes just a word Respect is one of the basic human principles; that we treat each other with respect whoever they are, whatever their backgrounds, age, race, creed or profession, writes Kuba Szymanski, Secretary General of InterManager.

‘R

the reality of what so many of those at sea think.

they treat employees. It’s not uncommon for mission

leave because the system makes them feel disposable.

statements to go out in company newsletters, lauding how

Because hours of rest exist only on paper. Because

the company treats everyone with respect and how all

safety drills turn into arguments and wasted time

feedback is welcome, good bad or indifferent.

instead of real preparation.

espect’ is a word everyone likes! It’s also one of those words overused by management-type

I read an excellent blog by a respected seafarer which tells

people when it comes to how they imagine

He said: “Why are good seafarers leaving? They

“Because even after more than 24 hours without proper

What makes this worse is that staff are obliged to say everything is fine and that there are no problems; that

sleep, they are still asked to do more - and then explain

management is fair and kind, while processes, working hours,

themselves to someone who only knows how to point fingers

conditions, treatment and backup are simply perfect.

and demand. They leave because loyalty is repaid with

Staff operate in a culture of fear; they have to agree to

inspections, sometimes even abuse, but never protection.”

the so-called ‘independently run’ surveys to safeguard their

If those people back in the office truly cared; if they

jobs and avoid being told off for daring to suggest how things

actually respected seafarers, they would ask for, welcome and

could be better.

act on all feedback – and we wouldn’t have to read day after

And yes this is the reality of how things are in the maritime

day about the latest tragic accident on a vessel.

We talked at the IMO about seafarers working long

industry. Independent surveys are anything but, and that word

hours and how this needed to be addressed. In reality,

‘respect’ is merely lip service.

Am I being harsh? No, I am being realistic.

management says: “You are your own timekeeper.” What

Vessels have independent auditors come on board to carry

kind of answer is that?

The answer is to offer some long-term job security – and

out their assessments but they are more beholden to those paying for the survey to be carried out, not to the seafarers

that means permanent contracts. Only 10% of seafarers I

whose opinions are supposedly being sought. It is just a tick-box

know have a permanent work contract, the remainder are on

exercise for management to keep senior people blindly happy.

‘voyage’ contracts that are anything between a few months

Constructive criticism is largely not welcome when it

and one year and are renewed over and over again.

Seafarers get no continuity, no job security and no

comes from bottom to top. Although in the other direction it’s

respect. Once we get long-term or permanent contracts as

expected. How is this respect?

Why are independent auditors not looking at real safety

the normality, once we get fully independent surveys which

issues? Why has there been a drift away from safety? Almost

lead to actions and not more meaningless words, we might

every day in the maritime media we read of another accident

be getting somewhere.

Respect needs to become more than just a word. It needs

somewhere around the world, with injuries and fatalities which could easily have been avoided.

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to be lived and breathed. l

Issue 117 September/October 2025

First Person

Bjorn Højgaard

CEO of Anglo-Eastern The following is the keynote speech delivered by Bjorn Højgaard, CEO of Anglo-Eastern, at the opening session of the International Shipowning and Shipmanagement Summit (ISSS) titled ‘Navigating the Winds of Change’, organised by SMI during London International Shipping Week 2025 in mid-September.

G

ood morning, I started my career scrubbing bilges.

Today I lead a company with 750 ships under management. Thirty-nine thousand seafarers. And

in those soon 40 years between, I’ve learned one thing: Ships may be built in steel. Propelled by engines.

But shipping is driven by people.

And people are the real winds of change.

We meet here in London at a time of shifting currents. The world is full of uncertainty.

Geopolitics. Regulation. New fuels. Digitalisation.

Supply chains disrupted. It can feel like we are sailing into a headwind.

But here’s the truth: the winds will always change. We don’t control the wind. But we can adjust the sails. That is the essence of leadership in our industry. That is why we are here.

So how do we lead when the winds shift?

Let me give you three principles - three “truths” - that I live by, and that guide how I think about sail trimming in a time of uncertainty and change.

Leadership in paradox The first truth is this: leadership means living in paradox.

Shipping is driven by people

We must act fast - and be patient. We must be bold - and cautious. We must deliver profit - and safeguard the planet.

We must balance confidence with humility. We must look backwards to move forward.

If you hold only one side, you drift. Balance the tension, and you lead.

That’s what I call the captain’s mindset. Eyes on the horizon. Hands on the helm. Always both.

Every leader in this room knows the pressure. Move fast, but don’t break things.

Act boldly, but guard your reputation. It is uncomfortable.

But in that tension is where progress lives.

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First Person

Think about the paradox again.

Only after building this base can you

about decarbonisation, some want

We want digitalisation. But it only

layer on top the three remaining steps:

radical action now. Others say: wait for

works if people adopt it, trust it, and

Purpose. Mastery. Autonomy.

certainty, for technology to mature. The

use it wisely.

Let me be concrete. When we talk

truth is - both are right.

Give people purpose - a clear sense

Technology without people is

of how their work fits into something

We must act today and prepare

driftwood. And in our industry,

bigger. How it serves others than

for tomorrow. Urgency and patience,

driftwood doesn’t cross oceans.

themselves.

together. That is paradox. And

People do.

Give them mastery - the tools,

leadership is the art of holding it.

This is why training matters so

training, and resources to do it well.

Years ago, when I was a young

deeply. At Anglo-Eastern we have

And give them autonomy - some

trainee on the square-rigger, the Training

had our own pre-sea academy since

freedom to figure out how to deliver,

Ship ‘Danmark’, I was helmsman in

2009, preparing to date more than

not just what to deliver.

heavy weather. The waves were bigger

4,000 young men and women for a life

than the ship felt ready for. I remember

at sea as officer. From a yearly pool

something powerful happens. People

gripping the wheel, water sweeping

of more than 20,000 applications, we

stop working like mercenaries.

across the deck, and thinking: “Surely

pick 480 motivated and passionate

They start acting like missionaries.

this ship can’t take any more.” The

youngsters. We prepare them like no

They don’t just follow the rules -

captain turned to me and said:

one else, not just to tick boxes, but to

they own the result. That’s when

build careers. From cadet, to seafarer,

true excellence emerges. Not just

to superintendent, to fleet director, to

competence, but care.

“Remember, you don’t fight the wind. You work with it.”

At that wheel, soaked to the bone, I felt small. The storm was bigger than

When all seven are present,

And let me add this. A culture of

senior leader. We are creating pathways,

care beats a culture of blame. When

not just jobs.

And I say this not to promote

seafarers feel safe to speak up... When

our company, but to challenge the

their experience shapes the procedures,

industry. We all have a responsibility. We

not the other way round... When

teenager. And I’ve carried it into every

cannot rely on others to train the next

feedback flows both ways... Then we are

leadership role since. You don’t fight the

generation for us.

building real safety.

me. Bigger than the ship. But his words gave me calm.

That lesson was seared into me as a

winds of change. You trim your sails, you

Because if we fail to invest in

Because every mariner knows: the

hold your course, you keep your nerve.

people, no digital platform, no AI

plan does not survive first contact with

That is leadership in paradox.

algorithm, no green fuel will save us.

the ocean. Conditions change. And in

People trump technology

The future belongs to those who train

that moment, people - not protocols -

The second truth is this: technology

their crews today.

make the difference.

will matter - but people will matter more.

That’s why we must use data not

Culture is the safety net And the third truth is this: culture is

to control, but to empower. That’s why

At Anglo-Eastern we run a Fleet

our true safety net. The greatest buffer

culture is not a slogan, but the sum of

Performance Centre that monitors more

against risk is not another checklist. It

choices we make every day.

than 700 vessels in real time. Last year

is culture. A culture where people care

alone, we cut 63,000 tonnes of fuel

enough to act when no one is watching.

•

and 189,000 tonnes of CO2. That’s not

Where they take ownership not because

paradox, not choosing sides.

theory. That’s action.

they’re told to - but because they

•

believe the work matters.

will matter more.

Much is said about AI and data.

But data alone doesn’t keep ships

So let me leave you with three truths.

Leadership means balancing Technology will matter - but people

In a high-risk environment, systems

•

Culture is our true safety net.

seafarers. It will only empower them - if

must be robust. But resilience is human.

•

When the headlines scream

we invest in them.

And resilience is built long before the

disruption, when regulators tighten

storm arrives.

the screws, when technology dazzles

safe. People do. AI won’t replace

The seafarer of the future is no longer ‘just’ an operator. He or she is

I think of it as a seven-step pyramid.

and distracts - remember: Ships may

a data interpreter. An environmental

The base has four essentials: adequate

be built in steel. Propelled by engines.

steward. A frontline ambassador of our

rest, good nutrition, regular exercise,

But shipping is driven by people. And

values. And unless we train them, trust

and strong social ties. These are the

people are the real winds of change.

them, and care for them, the ships of the

human basics. Without them, motivation

future won’t sail.

is shaky and performance suffers.

Thank you. l

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How I Work SMI talks to industry leaders and asks the question How do you keep up with the rigours of the shipping industry? supplying an anchor winch for polar explorer Roald Amundsen’s famous ship ‘Fram’ in the 1910s.

But the new CEO, a mechanical engineer by training, has his eyes firmly set on the future.

“Triton’s business model is to try and help management improve their companies in all areas and increase value,” he explains. “They have seen that MacGregor, which operates as a standalone company under Triton’s ownership, has not yet reached the full value of what it can do.

“One area we have singled out,” he adds, “is that we can strengthen our performance as a service company in addition to being a well known supplier of new equipment like hatch covers, ramps, doors, cranes, winches and steering equipment.”

MacGregor is also active offshore equipment, he adds, like ‘walk-towork’ motion compensated gangways for support vessels servicing offshore windfarms - but not actual liquid-

Jonas Gustavsson

handling equipment like pumps.

CEO, MacGregor

“We want to support clients through the lifetime of products,”

Gustavsson took over as CEO

S

months earlier as Deputy President,

of MacGregor in August this

Gustavsson was already well

year, right after ownership of the

acquainted with the proud heritage

year track record in industry, having

cargo and load handling equipment

of MacGregor – named after two

worked in senior roles for major

provider had passed, after 20 years,

brothers who invented the first steel

corporates like Rotax, Bombardier,

from Hiab (formerly Cargotec) Group

hatch covers in Whitley Bay, near

ABB and Sandvik. From 2017 until

to Swedish/European based Private

Newcastle-upon-Tyne, UK in 1929.

early 2025 he served as CEO of

Equity company Triton. He succeeded

The company’s history stretches

AFRY, a global engineering company

the retiring Leif Bystöm in charge of

back even further. For instance,

with some 20,000 employees active

a company boasting annual turnover

two of the acquired and integrated

in the energy sector. He’s also on

of nearly 800 million euros and a

companies, Pusnes and Porsgrunn,

the Board of Finnish manufacturing

workforce around 2,000 employees

are able to trace their origins back

company Valmet and energy

spread across 30 different countries.

to the 19th century, and then to

company Fortum, as well as being

wedish national Jonas

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Having joined the company five

Issue 117 September/October 2025

he continues. “Lifetime value is something our clients want as well.”

Gustavsson, 58, already has a 30-

How I Work

a member of the Royal Swedish

a lot of travel, to visit offices and

running but you have your problems

Academy of Science (IVA).

meet clients. But having enjoyed

with the equipment!”

“I think with my background in

a ‘small-town’ upbringing in rural

The motoring analogy is apt as

industry, the interest of the maritime

western Sweden “where the forests

he also inherited his father’s passion

sector was difficult to resist,” he

meet the mountains” Gustavsson

for motorsports and says he likes to

admits. “I liked MacGregor’s history

prefers the quiet life when back in

ride ‘Italian motorbikes’ such as his

and ambition, and I was already

Stockholm with his wife Julia and

prized Ducati.

involved in the move from hydraulic

their two grown-up children, and

equipment to electrification, so there

outdoor pursuits.

were many things that attracted me.”

“Work is equally a passion,” he adds, “and at MacGregor, with

Time permitting, he also still

its people, culture, and offering,

practises a wide range of outdoors

that’s proving particularly so. But in

to start as CEO at MacGregor

sports, notably cross-country skiing,

everything, I’ve done it with a smile!

because I think they’ve made a

where he “once dreamed of being the

“My ambition,” he concludes,

fantastic journey, but also that the

best cross-country skier in the world”

“is to lead with clarity and energy

best is still to come. Since I joined

and competed on a semi-professional

as well as deep commitment to

the organisation, I’m very impressed

level into his early 20’s. Then there’s

people development. I’m dedicated

by the history and passionate people

mountain hiking, running - where he

to the performance of the company,

that we have.”

says he “quite often” starts days with

believing in setting clear direction,

a 3-5km run, sometimes longer – and

simplifying complexity and aligning

various watersports.

the team to deliver results that last.

“I’m extremely proud and excited

The maritime industry itself has also proved something of a revelation to the new CEO. “So many

“I still think I’m about 28 years

“I have a strong operational

people have been working their

old,” he confides, admitting he

focus, and I like to stay close to

whole lives in shipping there must be

has to stretch a lot before and

the customer interface and create

something dynamic in it, and after

afterwards. “It’s like with an old

momentum through collaboration,

only six months I’m beginning to

car,” he quips: “The engine is still

trust and clear execution.

“All in all, I’m really thrilled

understand that.”

But at the same time Gustavsson

to lead our team and help take

Cross country skiing

MacGregor to a new level.” l

believes that “coming from outside the industry, I can bring ‘fresh eyes’ on a lot of things.”

The maritime business is very

Watersports

global in nature, which means the new position will inevitably require

Hiking

Ducati Supersport

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23

Dispatches Energy transition and seafarers prove central themes of LISW25 A special SMI report With all main areas of shipping covered by the wealth of 200+ official events regularly held at London International Shipping Week, this year’s LISW25 edition leaned heavily into regulatory matters. All eyes were on the decisions on Greenhouse Gas (GHG) emissions reduction to be made at the special meeting of IMO’s Marine Environment Protection Committee (MEPC) the following month… and there was a mounting sense of unease as that October session approached.

recognition that the seas are large

U

measure doesn’t go through? Secretary-

and potentially lawless, and need a

General Dominguez was not prepared to

single controlling voice. “We demonstrate

countenance the possibility but others were

why global regulation works for a global

not so circumspect.

nderscoring dealings at IMO is the

What would be the scenario, if the IMO

industry,” IMO Secretary-General Arsenio

“Proliferation. Distortion. Every country

Dominguez said in a panel appearance at

will do their own thing,” said Katharine

the Headline Conference of LISW25, held at

Palmer, Shipping Lead of the Climate High-

the IMO Headquarters.

Level Champions team, on secondment

“I appreciate there are valid concerns

from Lloyd’s Register where she is Global

about the progress we’re making [on

Head of Sustainability. “As a sector that

decarbonisation],” he continued. “That’s why it’s

operates on a global basis and global scale,

important to reiterate to everyone the relevance

it will be unworkable.”

of multilateralism, the global regulatory system that has served this industry for over 70 years.”

Stoking concern ahead of the MEPC meeting was the US pressuring IMO Member States to vote down the Net-Zero Framework (NZF) proposal - already pre-agreed in April – by saying it would “not hesitate to retaliate” against nations that supported it. A statement in August had read: “The Trump Administration unequivocally rejects this proposal before the IMO and will not tolerate any action that increases costs for our citizens, energy providers, shipping companies and their customers, or tourists.”

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IMO Secretary-General Arsenio Dominguez at LISW25 launch party

Dispatches

Wiernicki addressing ABS Sustainability Summit

Others doubted that even the 5% target by 2030 could be reached. A report by UCL Energy Institute, released at LISW, predicts that shipping will need to avail itself of some 0.6 exajoules (EJ) of non-biofuel zero-emission fuel -- practically speaking, green methanol or green ammonia – to meet the targets. As it stands, UCL predicts there will only be 0.49EJ in use. “We do not see the number of ships [in the orderbook] to be able to say we’re meeting this,” said Domagoj Baresic, senior research fellow at UCL. “The real risk,” he added, “is not, not quite meeting 5% in 2030, but in losing sight of the goal entirely.”

But Nigel Topping, UK High-Level Climate Action Champion, cautioned against predicting the future with spreadsheets. “What we do influences others,” he said, “like if a bunch of cargo owners say that in the future they only want to buy zero carbon cargo services, that’s a pretty strong signal.

A lot of the complex economic models which drive forecasts don’t embrace that dynamic – [it’s] difficult to model.”

Topping drew attention to one of the dominant assumptions in technology, Moore’s Law, highlighting that it is guided not by some materialist logic or natural law, but by human will. “Moore’s Law is not really a law,” Topping said.

“It’s an assertion of market confidence. It is human element, a desire to shape the future.”

“It will be a disaster,” said International Association

That future, for many at LISW, lay just around the corner,

of Ports and Harbors (IAPH) Managing Director Patrick

due to start with adoption of the NZF the following month.

Verhoeven, answering the same question on a different panel at LISW25. For him, a failure would torpedo the investment

People and sustainability

plans for his constituent ports, which are not only being

Elsewhere at LISW25, a newfound focus on the

expected to step up their participation in ship-call optimisation

importance and holistic needs of seafarers and the maritime

schemes, banishing hurry-up-and-wait; but to repower their

workforce in general. ‘People and Sustainability’ was a new

operations with renewable energy, provide shore power, and

term on some people’s lips, as was the rebranding of HR as

become bunkering hubs for renewable fuels.

‘Human Capital Management’.

For others, contents of the NZF itself were cause for

Conferences and panel discussions on the importance

concern. ABS Chairman and CEO Chris Wiernicki dropped

of seafarers took place throughout the week [see also First

something of a bombshell at LISW by suggesting that the

Person and later Crew Conundrum feature], on a scale that

IMO might need to “pause and reconsider” its strategy.

had never happened at previous LISWs. A notable example

“Shipping and the IMO are on different trajectories,” he said

was the half-day conference on ‘Human Capital Management’

at an ABS Sustainability Summit held in London during the

hosted by Lloyd’s Register at its newly re-opened historic

week. “There is no clear pathway for green fuel availability

Fenchurch Street headquarters. The event coincided with the

and scalability and infrastructure support. LNG and biofuels

release of new interim training frameworks and risk-based,

are mission critical to any success and should not be

competency-driven models for seafarer training in the use of

overlooked, over penalised or discarded in the Net Zero

low carbon fuels, an initiative of the Maritime Just Transition

regulation. Quite frankly, achieving net zero for shipping by

Task Force (MJTTF), which is supported by Lloyd’s Register’s

2050 looks like a wildcard.”

Maritime Decarbonisation Hub (The Decarb Hub).

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Dispatches

“LR’s HCM event during LISW 2025

advanced level training and instructor

the support of the IMO in a single

was a landmark moment for the industry,

handbooks, as well as potential avenues

initiative, HCM has showcased

not just in launching the JMTTF training

to bring shore-based personnel into the

the benefits to be realised

frameworks, but in catalysing a broader

training conversation.

once training is perceived as a strategic imperative rather than an

conversation about people, skills, and

“Perhaps most importantly,

the future of maritime safety,” Natassa

the event reinforced the value of

Kouvertari, Senior Lead – Human

cross-sector collaboration and

“The lesson is emphatically

Competency at The Decarb Hub, later

the validation that training is

apparent,” Kouvetari concluded.

told SMI.

operational detail.

an area of collaboration rather

“Human competency is the

“The event demonstrated

than competition. By uniting the

foundation of a safe transition,

the industry’s recognition that

efforts of notable actors like the

and we must design, deliver, and

seafarer competency is no longer a

International Chamber of Shipping

measure training systems with

supplementary topic — it is central to

(ICS), the International Transport

the same rigour as we do for any

the success of decarbonisation. One

Federation of Seafarers (ITF), the

engineering solution assessed as fit

clear takeaway was the alignment

World Maritime University (WMU)

for purpose in our decarbonisation

between regulatory ambitions,

and the UN Global Compact under

trajectory towards net zero.” l

technological advances, and the lived experiences of crews. Listening to seafarers’ representatives, fuel specialists, and training providers highlighted a shared urgency: to ensure people are not left behind in the energy transition.

“The formal release of the interim training frameworks also provided a tangible resource for maritime organisations to begin planning for the implementation phase. Attendees appreciated the practical detail in the deliverables, including guidance on

Lloyd’s Register HCM event with Natassa Kouvertari at lectern

Fuel training guidelines The IMO is stepping up efforts to prepare seafarers for shipping’s energy transition, to help ensure personnel are properly trained to work safely on ships using zero or near-zero emission fuels.

IMO in late September issued ‘Generic interim guidelines on training for seafarers on ships using alternative fuels and new technologies’ (STCW 7/ Circ. 25). These set out an international framework for the development and approval of training of seafarers serving on all ships using alternative fuels and new technologies.

Fuel- and technology- specific interim training guidelines - including for methyl/ethyl alcohol, ammonia, hydrogen, LPG, battery-powered ships and fuel cells - are also being developed. They will be considered by the IMO’s Sub-Committee on Human Element, Training and Watchkeeping in February 2026 (HTW 12). l

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CREW CONUNDRUM

The following is an edited transcript, shortened or summarised in places for reasons of space, of the closing session of the International Shipowning and Shipmanagement Summit (ISSS) conference, titled ‘Navigating the Winds of Change’, organised by SMI during London International Shipping Week 2025.

Held at the Inmarsat Headquarters building, this session – entitled ‘The Crew Conundrum’, and examining issues around the future supply of seafarers - featured eminent panellists: Pradeep Chawla, CEO and founder of MarinePALS; Alan Croft, Business Development Manager at ISWAN; Jennifer Harrison, Vice President at ABS Training Solutions; Henrik Jensen, CEO and founder of Danica Crewing Services; Marinos Kokkinis, Managing Director of OneCare Group; Ann Pletschke, Director of Trinity Maritime; and Bjoern Sprotte, Chief People and Sustainability Officer at Bernhard Schulte Shipmanagement (BSM). Moderator was Bob Jaques, Editor of SMI.

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ISSS Conference

Bob Jaques Good afternoon, ladies and gentlemen, and welcome to this closing session of the ISSS, titled “The Crewing Conundrum’. Finding competent crew to drive the shipping industry as the fleet expands and new fuels & technologies are introduced is indeed a challenge for the industry, and to help us unpack the some of the

PRADEEP CHAWLA CEO and Founder, MarinePALS

ALAN CROFT ISWAN

many issues involved in crew management, seafarer training and onboard welfare, please welcome a uniquely qualified panel of experts, all of whom have considerable experience of the maritime industry and life at sea. To introduce each, I shall ask a brief question to help frame their contributions.

So Bjoern, turning first to you, what are the hallmarks of a responsible crew employer, and can you please explain what is meant by your job title of head of ‘People and Sustainability’?

JENNIFER HARRISON Vice President, ABS Training Solutions

HENRIK JENSEN

CEO and Founder, Danica Crewing Services

Bjoern Sprotte Thank you, Bob. Before I get on to ‘People and Sustainability’ let me relate that I’ve been shipping for 35 years and when I joined my first container vessel, I was actually driven to the ship by the ship owner himself.

And that created a sense of belonging. Culture was formed in that moment. And whilst of course this is a bit difficult to imagine today, I think the people connections really, really matter. Our business depends so much on people and, as we have heard earlier today, you should never forget that.

MARINOS KOKKINIS Managing Director, OneCare Group

ANN PLETSCHKE Director, Trinity Maritime

If you ask me about what make a responsible company in shipping, certainly the most important thing to me is that we bring each and every seafarer home safely. I think that is what makes and breaks it.

Of course, there’s a lot of elements to that. Starting with recruitment, we receive about 50,000 applications every year. So to have a fair and transparent recruitment process is absolutely key.

Recent research suggests that about 28 % of the

BJOERN SPROTTE Chief People and Sustainability Officer, BSM

seafarers are still required to or asked to pay a recruitment fee to secure a job on a merchant vessel.

That today in 2025 sitting here is something we should really not have any more in our industry.

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ISSS Conference

Recruitment is one with fair practices.

create communities and networks for

Henrik Jensen

I think it is very, very important to

the people to engage and interact

Okay, thank you very much. There

make sure that the seafarers that get

and connect with each other.

is a crew shortage. Well, what does

on board the ships are healthy. When

it actually mean? It means there is

it comes to bringing the people on

Last but not least, I think in the

competition for good talent. The

board the ships, it is not done with

past we were lucky that we were

importance of people isn’t just

just issuing a ticket and say ‘go’. When

not competing so much with other

something that’s being talked about

something happens along the way,

industries. Yes, we’ve always done

in conferences. Most of our clients

you have to be there for the people

that, but it’s becoming more so.

fully understand that they need

on board, on the travel. When the

We are sitting here in this fantastic

people, good people. And they also

recent flight disruptions happened

building and I think we get a flavour

understand the consequences when

across the Middle East, for example,

of what a modern employment.

they don’t have those good people.

we reached out to every one of our

environment can look like. It’s

roughly 20 seafarers that were on

something that I believe we are

I see a change happening here. I was

planes there or stuck in Dubai and

competing with for people to like

in China this spring and the CEO of a

Doha. You need to extend an element

the jobs at sea. So everyone matters

company ordering vessels there was

of care to the people.

in this, and in the end competing

asking me to find crew for newbuild

with other industries also means

ships coming in 18 months’ time.

When it comes to planning, it doesn’t

that we should apply common HR

That’s a big change because before I

take all that much. Some people like

practices in the marine part of our

worked in technical management for

to speak a lot about work-life balance.

people business.

shipowners and the first thing you did

I think it’s more an ‘integration’ that

when you signed for new ships was to

needs to happen. Integration for the

Returning to People and Sustainability,

see what type of equipment would be

seafarers largely means that they can

to me this is very, very much

on board, what maintenance would

plan their family lives properly so that

interconnected. While ESG is more

be required. But now owners are

they know when they will be at home

‘outside in’, regulatory compliance

concentrating on what crew are going

and that this is done reliably and that

and all of this, sustainability is really

to run their ships, and I think that’s a

creates trust amongst each other. It’s

what drives the business, what gives

big change in the industry

very, very important for the seafarers.

us a long-term business. It’s the ‘inside

It’s not so difficult to do but it requires

out’ approach, it’s the ‘inside out’

So coming back to your question, I

a lot of detailed work. Technology, as

commitment, it’s the ‘inside out’ of

think there are three phases to this.

we have heard today, helps us a lot in

how we deal with one another in a

There is the immediate need for

doing so.

company, how we make sure that, as

crew today, and I think here there

I said, everyone returns home safely.

are too many companies acting as

When it comes to the time onboard,

It’s probably not rocket science. We all

though there were three applicants

living conditions are important.

know what to do, but we have to take

for each position. The real situation is

Seafarers ask for proper living

it, as someone said earlier, bit by bit,

that good and competent seafarers

conditions, starting with good

and do those actions that matter.

actually have three job offers. So they

mattresses and similar simple things

should make it a good experience for

like this. It’s very, very important to

Bob Jaques

those seafarers to apply, or else they

make sure that they are there. Give

Okay, thank you, Bjoern. Next Henrik

will go somewhere else.

them recreational facilities… I think

Jensen, CEO of Danica Crewing

we all know what to do here. But it

Services, is also going to address the

Then there is the medium-term need,

goes beyond that. It is also beyond

overall subject of crew management.

and here there’s a lot of talk about new

just the hardware. It is really to build

Henrik, how serious a crew shortage

fuels, alternative fuels. But I say that’s

communities and to welcome those

the industry is facing and what can be

not going to be a problem as it’s not

people as members of the family.

done to attract the brightest talent to

going to happen overnight. Okay, a lot

BSM is a family-owned business, so

go to sea?

of ships are being built with dual-fuel

we emphasise a lot on that and try to

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ISSS Conference

be converted to run ammonium or

Henrik Jensen

Earlier on, people were teaching

methanol etc. But there’s a growing

Yes, I think Asian ratings and maybe

engineers about touching the

industry that is going to be able to fix

some officers are working nine-month

pipeline for the temperature and

that, as well as the training centres we

contracts at sea, but if you look 10

hearing the sound of the engine,

already have today.

years ahead, they too will want to

etc.. But today with technology,

reduce their time on board.

your fundamental way to identify a problem is going to be a graph on

But where I think there is going to be a problem, especially in Europe,

Bob Jaques

the screen of the main engine of

is when you look long term and ask

Is it time to move to fixed contracts

electronic engine rather than the way

how to get young people into the

for seafarers?

training was being done before.

we have a lot of crew and it is still

Henrik Jensen

The second thing is the student, what

attractive to go to sea, but even here

There’s a legal problem with that,

is changing in their behaviour. First of

there is growing competition from

because most ships are independent

all, nobody likes to read more than

tech companies and other industries.

companies and it’s a question of

one page of A4 anymore. I think all of

So we have to look at what young

liability. Also, we hear that many

us, including not just the youngsters,

people are actually looking for. Firstly,

seafarers are not so interested in this

have a problem with attention span

there’s a work-life balance, which is

type of system. They just want money

getting reduced, which is being

maybe not so good at sea. And then

in their hand when they go home.

caused by social media. We only

industry. Not so much in Asia, where

had to watch the images and then

young people are also looking at what the companies are doing in terms of

Bob Jaques

emails, but now we have to watch

their ethical policies and so forth, and

Thank you, Henrik. Let’s move on

LinkedIn and Twitter and Instagram

that’s another area where maybe the

the subject of training and hear from

and whatever else. There are lots and

shipping industry is a little bit behind

Capt. Pradeep Chawla, CEO and

lots of research studies to back this

in young people’s minds.

Founder of MarinePALS. Pradeep, tell

up, and also showing that people are

us please what you see as the main

becoming more audio visual learners

challenges in seafarer training.

and they don’t want to just read text.

was in the eighth or ninth grade,

Pradeep Chawla

And if you really think about it, why

where we live in Hamburg, she had to

Hello and thank you. I think the

don’t people like to read the Bible

take a decision about what direction

number of challenges are significant

or the Quran or the Gita? There

her career should go in. Siemens came

but let’s first look at why are there

are no pictures in it. It’s not in a

into the school and brought Lego

challenges. Two things are happening.

video format, right? The change is

robots to play with. Volkswagen took

Technology is changing fast. We are

happening so fast that today, if you

the students 300 kilometres away to a

presently going through a phase

take someone between the age

design office to see how they design

where pace of change has never been

group of 12 and 25, very likely that

electrical cars. And I think that’s where

as before. And secondly, the people

they seek knowledge from YouTube

the long-term problem lies - we have

that we employ are changing. Most of

rather than from Google. YouTube

to get young people interested,

the ship management companies or

is getting 8.8 billion hits in a month

we have to offer great jobs. Ships

shipping companies are likely to have

now. So we now need to see that this

represent a huge centre of technology

basically the Millenniums and the Gen

is the world that we are in and how

but to get that message out to young

Z coming in now.

do we look at training these people?

Coming back to the competition from other industries, when my daughter

Can we go around doing the same

people there’s still a lot work to do.

So there are certain things happening

thing that we were doing before?

Bob Jaques

in society that are affecting what

No. So what we teach, how we teach,

You mentioned shortages of Asian

is happening out at sea. And also

and more importantly also, how we

crew not being so much of a problem,

in the way we conduct training the

assess areas to change. These are

at the moment. Can you elaborate on

technology has changed. it’s no

the challenges for the education and

that please?

longer such a traditional industry.

learning world.

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It’s not only in shipping, it’s happening

recognise and prevent a machinery

differentiate some of what I want to

in the universities too. What do we

from failing. You want people to be

say today in that frame.

teach? Like I said, you don’t need to

able to do things to prevent accidents.

teach about sound and temperature,

That’s what every ship owner or

I will also say I’m a Trustee for

you need to see the graphs about it.

manager wants in the world, for

Maritime London Officer Cadet

How do we teach it? The learner has

his crew not to have accidents. So

Scheme, so I have an interest in

changed their social habits of how

application of knowledge was never

training cadets here in the UK,

they learn. So the future is going to

being tested in the colleges.

hopefully for eventual city careers as maritime professionals in the future.

be something what generally is called blended learning. The classroom is not

Today, we’re modern and can use

And I also support a maritime high

going away. Classroom importance

virtual reality, videos etc. Rather than

school in South Africa which takes

has to be added on with maybe video

giving trainees a question on you what

kids from the age of 14 and gives

training, gamification of training,

does the PSC regulations say about

them high school subjects in maritime

virtual reality training. I mean, we

such and such a thing, you can show

economics, political science, and

could recreate this space with a

them a video and say find out the

marine sciences. So they can either go

360-degree camera and scan it and

defects on it. We actually built a game

to sea or they can go into a plethora

then teach people what’s the fastest

on that to make it fun. So everything

of maritime endeavours.

way to get out of this place in an

which we have thought about in the

emergency rather than the exit sign.

past has to change and the whole

For me there’s two key points I

So you can recreate the ships and

education world is today challenged

think to competence. The first is

seafarers become familiar with them

with dealing with the next generation

probably the easier one which is that

before they come onboard.

of learners. Thank you.

competent crews are not developed

And with alternative fuels training. Are

Bob Jaques

crew of the future takes time from

we going to bring 800,000 people - as

Thank you, Pradeep. And now we

the high school age, with cadetships,

DNB says will need training - into the

turn to Ann Pletschke, who is a

traineeships. But that’s not enough

classroom? Probably not. We would

serving captain as well as Director

and we know from learners coming

like a regime whereby we are allowed

of Trinity Marine. Ann, you have

up as well, that mentoring is a really

to do certain trainings, which the rules

described seafaring as requiring a

big aspect and it’s something that

do allow, on a simulator. All of these

combination of “knowledge, skills and

maritime has traditionally been quite

methods will need to be used in how

application”, so how can we ensure

good at it, but it’s never really been

we teach.

true competence covering all three?

structured and formalised. And I think

overnight and investing in competent

the new learners coming through into And the third challenge is how do

Ann Pletschke

the industry are expecting more of a

we assess? This is a problem not only

Thank you very much, Bob. I’m here

mentoring journey, which is difficult

in Maritime but in all industries that

with a number of different hats today.

when we have smaller crew numbers.

people say that the guys coming

I am a director of Trinity Maritime,

out from the college or the training

which is my own company, and I

And if a company is relying on

institutions are not fit for purpose.

primarily do vetting inspections.

competence being essentially paper-

Meaning that we don’t need to

So I see a whole spectrum of crew

based and qualifications-based, how

retrain them in our company, in our

competence. A lot of them are in the

do you ensure you get it from 20,000

organisation. Why does that happen?

Middle East, a lot of them are in what

applicants? You can do HR screening

Because the education world generally

I call hidden fleets such as domestic

but it’s very difficult behind the desk

is slower than the technology world in

cabotage ships, where competence is

to see competence, and it’s also a

terms of changing.

a real point for discussion, which we

case of ‘what is competence?’.

definitely don’t have time to today. A You need people to be able to apply

lot of what I’m going to say today is

And I always come back to

their knowledge of engineering, which

actually as a serving captain, which is

competence being a lot more than

they learned 15 years ago, to actually

why I’ve put the uniform on, just try to

knowledge. Maritime has been

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regulated for a long time, we can

training solution that’s going to solve

rapid change of technology, you’re

see certificates and say, that person’s

that, there really isn’t. It’s about doing

not going to get everybody out to

competent to drive a ship. There’s

things over and over and over again.

the scenarios they need in time to

the knowledge, but there’s also the

And we all know that every scenario

get them ready and to build their

experience, and we can see that from

we need isn’t going to come up every

own confidence.

seafarers; discharge books.

day. It’s going to take time. It may

I was once asked to take charge

take a decade to get a well-trained

Bob Jaques

seafarer, somebody said yesterday.

Thank you very much, Jennifer. Time

of a brand new ship with azimuth

is slightly against us so I’m going to

propulsion, which I hadn’t used

One of the techniques that I think

move swiftly on to the welfare part of

before. I made one voyage without

we can use that we don’t leverage

the discussion where I’m delighted to

incident but from that realised that

enough is simulation. We do it in the

welcome Alan Croft from ISWAN, the

I need to know more about how to

bridge, we do it in the engine, but

International Seafarers Welfare and

use that technology, so I enrolled in a

why don’t we do it for just general

Assistance Network. So Alan, tell us

simulator course, at my own expense,

operational safety or inspection? Why

please what seafarers themselves see

to learn about that. That then gave

don’t we lean in, like we heard the

as the challenges of being at sea.

me the skills, because competence

last panel say, to what aviation and

is also skills, to go back on board. So

medical do? Those are also complex,

Alan Croft

even with knowledge and skills, you

high-risk jobs, and they use them all

Thank you very much for the

still need that experience built in of

the time.

introduction. Much of what we hear

how a ship handles.

relates to the everyday challenges One of the things we have done is

of seafarer space. They tell us about

To conclude, we’re getting better at

we partnered with Orka Informatics

the difficulties with employment

learning how to handle ships but that’s

to start bringing in the ‘MetaShip’

terms and contracts, problems with

not enough if you don’t apply the

concept. It’s a virtual ship to start

recruitment, and issues around

knowledge and skills. That’s the point I

training our surveyors and engineers.

training and certification. Living

would like to emphasise. Thank you.

But what it did was it allows them

conditions and on-board culture are

a safe place to practice. You can’t

also frequent concerns.

Bob Jaques

do that all the time on the ships. So

Thank you very much, Ann, for

I think we need to lean into those

We continue to hear troubling reports

coming here today and sharing your

immersive types of technologies,

of abuse, bullying, harassment,

experience as a serving Captain. We

the ‘MetaShips’, if you will, and put

discrimination, and even violence.

now move on to Jennifer Harrison

everybody from the cadet upward in

Many seafarers face constant fatigue,

of ABS Technical Services. Jennifer,

these environments that are highly

stress, isolation, and worries about

tell us please about some of the

realistic. You can build any scenario,

family and financial pressures. The

technologies and techniques that can

any world you want, and put them

lack of shore leave and the loneliness

be applied in successful crew training.

through it time and time again. And

that comes with it only make things

by the way, to your point, Pradeep, it

worse. Issues related to enforced

Jennifer Harrison

has assessment tools in it as well. So

celibacy also create real challenges at

Thanks, Bob, it’s great to be here.

bring them all together, have them

sea. Sadly, we also hear from those

Hi, everyone. I want to go back really

collect everything in one application.

struggling with suicidal thoughts.

Ann was doing in building her own

I feel like I’m repeating a little bit of

These are not just statistics, they are

competence. You were taking the time

what we’ve heard but let seafarers

very real human challenges.

to invest in yourself. And you were

train, let them learn over time and

learning and applying, and learning

build their own confidence. At ABS,

It used to be that seafarers were

and applying, and learning and

we’re really leaning in hard into that

shouting for employment, but today

applying. It takes time to build that

immersive space and those virtual

the currency seafarers seek is not

competence, right? There’s no single

worlds because we see that with the

just a high salary, they are seeking

quick to something we heard that

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competent employers. They want

key, absolutely. And since you asked

mentally distressed cannot perform at

to know if there is a 24-7 helpline,

me earlier about what it takes to be

their best no matter how well trained.

if travel arrangements are handled

a responsible employer of seafarers, I

That’s the real crew conundrum.

with respect, avoiding unnecessary

think that if something happens, then

Competence isn’t just about

layovers as we all would prefer

it’ so important that we look after the

certificates, it’s about human well-

for ourselves. They want to know

people that are affected, not only in

being and mental resilience.

what the spaces are like on board,

that moment, but also a couple of

how is the connectivity. Like all of

weeks and months after. I’ve seen

What we see is that health and

us, seafarers thrive when they feel

many examples where then there’s

well-being are the foundation of

respected and valued.

big, commotion around things. You

competence. Integrated services,

do something on two or three days

telemedical support, mental health,

At ISWAN we operate a helpline

and you forget about it and don’t

access and preventative well-being

24-7 and it’s called Seafarer Help.

follow up on these things. We talk

programmes help seafarers to stay fit,

This line handles around 600 calls

to the people for a longer period of

resilient and focused.

per month and those calls that do

time, we do follow through and we

come in, can range from anything

don’t stop at that time. I think that’s

When companies invest in welfare,

starting from where is the nearest

equally important.

they are not just improving morale, they are directly protecting safety,

seafarer centre all the way up to I’m feeling suicidal and I need some

Alan Croft

performance and retention.

assistance. So we’re equipped to

Thank you, Bjorn. With leadership like

But health alone isn’t enough.

handle these kind of cases.

that, that is going to really influence

Competence must be continuously

the change.

built. That’s where learning comes in, ensuring seafarers keep up with

And it takes real leadership in the industry and bravery. You know,

Bob Jaques

new regulations, digital tools and

aside from our charity helpline,

Thank you, both. And then finally - last

decarbonisation challenges. Through

Seafarer Help, we’re operating

but very much not least – we turn to

blended learning and adaptive

commissioned helplines with 26

Marinos Kokinos, MD of OneCare

pathways, we can make training

leading ship management companies

Group, who is going to tell us about

accessible, practical and lifelong.

and it’s this kind of investment that

how he sees the importance of crew

is making careers sustainable at

health, wellbeing and welfare as

It requires, I would say, dual

sea. Not every issue is a crisis. Like

influencing the competence gap. and

investment for resilient, healthy

all of us on a day-to-day basis, we

indeed the role that companies should

people and continuous learning

want to talk about what our issues

play in this side of crew development.

opportunities. That’s how we can close the comptence gap by enabling crews

are, problems with our colleagues or a difficulty with a loved one. This

Marinos Kokkinis

not just to perform today, but to allow

doesn’t mean we need to go straight

Thank you, Bob. Thanks to the

them to grow and lead tomorrow’s

to a counsellor, it just means that we

organisers for the opportunity to be

maritime industry.

need an ear. If the culture doesn’t

here. We are in the area of managing

exist on board then where do you

human capital and we are supporting

Bob Jaques

turn? That’s exactly what ISWAN

human capital in two dimensions,

Thank you, Marinos, for this food

is here for. We’re here to prevent

health & well-being (OneCare), and

for thought, as well as something

situations, difficult situations,

learning & development (OneLearn).

of a call to action. And thanks to

escalating to a point of crisis. And so

We try to connect the two and we

all our panellists for your excellent

this is what ISWAN is all about and

believe they go hand-in hand.

contributions today, as well as to

it’s a pleasure to be here today and I really appreciate it.

our audience here at Inmarsat’s We often think of competence in

headquarters. That concludes

terms of certificates and compliance.

today’s International Shipowning and

Bjoern Sprotte

But competence is also about the

Shipmanagement Summit conference,

Allow me a quick comment please,

human being behind the training. A

where refreshments and networking

to what Alan just said. Prevention is

seafarer who is exhausted, unwell or

opportunities now await. l

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Crew Management Time to say goodbye to the past

By Henrik Jensen, Founder and CEO of the Danica Crewing Specialists Group and Managing Director of Danica Maritime Services.

C

rew shortages are something

8% of seafarers in actual numbers, a gap

away from looking to this continent in

we have been talking about for

which is only expected to grow.

the future.

many years; how the industry

So what should shipping companies

Another way forward is to employ

still isn’t prepared for a shortfall in

be doing? They need to be thinking in a

cadets to build your future pool of

people that will only get worse in the

modern way, the way companies outside

officers. This is an excellent way of

next decade.

of maritime are already thinking.

securing people who will stay and grow

They must act in both the short and

As we know, young people leaving school, college or university have any

long term, and have a crewing strategy

number of choices as to what they do

that accounts for both.

into the sector.

Most companies act as though they have three competent candidates for

Many companies still recruit seafarers

each vacancy and therefore operate

from their careers compared to the

from just one or two countries they know

a long and cumbersome recruitment

generations that came before them. While

best, the ones they have always relied on.

process. The reality is that highly

their parents and grandparents might have

In the past, one reason for this approach

competent officer applicants often have

settled into one career with one company

was the convenience of gathering crews

three job offers and can choose. To

for many decades, often with a view to

at home for company conferences and

secure these applicants, the recruitment

protecting their pension, today’s young

training. Today, new technology such as

process must be organised in a way

people may change direction completely

webinars and online meetings makes it

that gives them a much better and

every few years.

possible to bring crews together from

faster experience, of course without

anywhere in the world.

compromising on quality. Human

next. They also have different expectations

They also have a very different outlook on their future employer. Young

To mitigate the risk of a crew

nature is to take the easiest path, and applicants are no different.

people will ask about a company’s

source running dry or being blocked by

ethical and environmental performance,

geopolitical issues, pandemics, or other

Once you have them onboard,

and they are more likely to want to

disruptions, companies should spread

treat them with empathy and respect.

work in a flatter management structure

their crew sourcing across three or four

Be hands-on with their development,

rather than a hierarchical one. They are

countries. Competence should matter

support them, and work with them. Crew

also seeking stronger social bonds with

more than the passport seafarers hold.

well-being and mental health are not

We are now in a global market and

safeguarded by hiring a consultancy and

must be prepared to recruit from much

giving crew a telephone number to call

further afield than we are used to. Africa,

if they feel distressed. True employee

the Drewry Manning Report 2025/26

for example, is a rich source of young

well-being is created through an inclusive

states there is currently a shortage of

and new talent; recruiters should not shy

company culture and genuine empathy. l

friends, rather than being away from home for long periods of time.

The trend is backed up by hard facts:

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Crew Management

The value of immersion: How technology can help build a skilled workforce

By Jennifer Harrison, Vice President, ABS Training Solutions

W

hen ABS began its journey to developing an immersive training

programme, the experience of handson training had become increasingly difficult during and post-Covid. Not owning any assets ourselves, and with tighter restrictions around getting surveyors onboard client assets for training, we decided to build our own virtual fleet with fully functioning components.

Across the three ships we created, we have over five years of findings embedded in our training and

to the process, but in fact it’s critical

expensive experience used primarily for

assessment modules. ABS surveyors do

to driving higher levels of safety.

bridge and engine simulations.

And why are we doing this? Simply

not need to wait for a specific vessel type

To me, it is a great example as to

or situation to arise in the port to learn.

why immersive training and assessment

put, for the safety of assets, the

should become a new norm, not an

environment and most importantly

exception in our industry.

the crew.

And likewise, as we look towards bringing this same virtual training to others in our industry, seafarers do

We believe that the true value

At present, maritime is well behind

not need to rely on linear eLearning or

the airline and medical industries

immersion brings is confidence:

videos to try and learn complex tasks.

in immersive training despite the

confidence in our seafarers as they

parallels to safety, complexity, risk and

clock hours running through drills and

equipment can be inspected; operations

regulation. Why is it not yet considered

scenarios, confidence in our leadership

practiced, conversations held between

a form of ‘hands-on’ training for the

as they see assessment data that

avatars. And results may be easily

shipping industry?

is more tied to reality than current

In these virtual environments,

training exams.

assessed, discussed with the workforce

It is true that the nature of our

and practiced until perfected; something

workforce adds complications not faced

that is very difficult to do onboard.

by other industries. But with today’s

companies as a checkbox or a financial

explosion of technology and better

burden, while it is very much seen as a

can turn flat paper-based assessments

internet access, we have the opportunity

necessity by our seafarers.

exams into realistic, better evaluating

to begin using immersion more broadly

It is great that this subject is

the true skills of navigators.

– in our training schools, our offices and

getting more attention but we need

onboard our assets.

to do more. As an industry we are

Simulated navigational assessments

Pilot results show test scores dropping by an average of 30 points,

Our goal at ABS is to harness the value

Training is still seen by some

responsible for creating an environment

taking a passing officer to a failing

of immersion so it becomes an efficient

that supports a true safety culture and

officer once conditions were more

training capability, available throughout

provide our seafarers with the effective

lifelike. That sounds counterintuitive

the industry rather than an exorbitant,

training they need. l

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Crew Management

Human touch critical for future of seafaring, stresses Wallem A comprehensively human approach that takes account of the training and social and wellbeing needs of seafarers is the foundation for shipping’s safe transition to the sustainable future, writes Luis Benito, Business Development & Marketing Director, Wallem Group.

ver its 122 years of continuous operation,

O

Today, Wallem must demonstrate that its hard-won

Wallem has evolved from a traditional ship

reputation for safety excellence is reflected in its strategy to

manager into a provider of a broad portfolio of

enable our industry’s transition to a new generation of fuels.

services, ship agency, and Vessel IT Security and

running dual-fuel car carriers on LNG, or preparing for

Management Services.

biofuel or ammonia propulsion, Wallem’s focus must be

maritime services – including commercial and advisory

Nevertheless, as the foundation of everything we do,

Whether operating conventionally fuelled tankers,

on ensuring that crews are safe, qualified, prepared,

our crew strategy aligns with what our shipowners value

efficient and fully conversant with our clients’ commercial

most: safety, operational excellence, and quality service.

operation needs.

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Crew Management

In short, Wallem is preparing our crews for safe operation of all likely future ship fuels.

But new fuels are only one aspect of the technical challenges facing shipping. Last year, of 44,000 hours of technical training undertaken by Wallem crew, 10,000 hours was taken up by digital platform instruction, while 1,100 hours was dedicated to cybersecurity.

Furthermore, for Wallem, the broader topic of building seafarers’ resilience is a priority: having the ability to withstand difficulty and recover quickly in unpredictable environments is critical.

Every ship under our management carries a Mental Health Wellbeing Champion to prevent isolation and stress escalating, and 26 First Aiders are embedded across the fleet. Furthermore, Wallem delivered more than 7,000 hours of wellbeing training as part of our WELLNESS@SEA programme in 2024 - including 450 hours dedicated to diversity and inclusion.

As noted, career opportunities can also be a key influence on attitudes and levels of commitment. And, at Wallem, many cadets have risen to become Masters, Chief Engineers, and even shore-based Directors in technical and safety roles. We take understandable pride in the fact that our continuous personal and professional improvement translates to loyalty – with the seafarer retention rate at Wallem achieving 97%.

As part of our efforts to let seafarers co-shape future services, Wallem also holds annual Officers and Ratings Meetings across different regions, including China, India, Indonesia, Philippines and Eastern Europe, to foster Wallem is therefore investing not only in new

collaboration between crews, executives, and shore staff. We

technology, but also in the people who will be

are focusing on Indonesia as a growth market for crewing and

expected to operate it, based on the conviction that a

clients alike.

comprehensively ‘human approach’ is the most effective way of embedding a safety culture.

After all, while the right technical training is essential, attitudes to upholding safety standards benefit when seafarers know they are being listened to and can expect

When seafarers are onboard ship, Wallem also offers support to their families through its Women of Wallem (WoW) scheme - which offers practical help and social connection while they are away on long voyages.

Investment in seafarers also delivers on a broader mission:

career development, family engagement, accessible

to serve society. As the world becomes more dependent on

connectivity and support with mental wellbeing.

maritime trade, the resilience and wellbeing of those who

From the technical perspective, Wallem aims to prepare ahead of clients’ needs. In 2022, we began classroom

move goods across oceans becomes everyone’s concern.

The maritime industry is changing fast through digitalisation

training for LNG-fuelled operations, expanding into onboard

and decarbonisation, but as a 122-year-old organisation, Wallem

sessions the following year when we also initiated training

has shown how it can adapt by continuing to put people first.

for methanol. Earlier this year, Wallem published a best

We do so based on the firm belief that the performance,

practice guide for biofuel use, while we have also started

efficiency and safety of ships of the future will only be as good

certification for ammonia.

as the seafarers who sail them. l

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Crew Welfare Why looking after crew during transit matters

By Nikos Gazelidis, Chief Commercial Officer, ATPI Marine Travel Most shipping professionals acknowledge that seafarer wellbeing is vital to vessel safety, operational efficiency, and long-term workforce stability. Yet, the journey to and from the vessel, the commute taken on by millions of seafarers every year, remains one of the most overlooked contributing factors to crew welfare, and job satisfaction.

W

allem is therefore

Wallem published a best practice guide

personal and professional improvement

investing not only in new

for biofuel use, while we have also

translates to loyalty – with the seafarer

technology, but also in

started certification for ammonia.

retention rate at Wallem achieving 97%.

the people who will be expected to

In short, Wallem is preparing our

operate it, based on the conviction

crews for safe operation of all likely

co-shape future services, Wallem also

that a comprehensively ‘human

future ship fuels.

holds annual Officers and Ratings

approach’ is the most effective way of

As part of our efforts to let seafarers

But new fuels are only one aspect of

Meetings across different regions,

the technical challenges facing shipping.

including China, India, Indonesia,

Last year, of 44,000 hours of technical

Philippines and Eastern Europe, to

training is essential, attitudes to

training undertaken by Wallem crew,

foster collaboration between crews,

upholding safety standards benefit

10,000 hours was taken up by digital

executives, and shore staff. We are

when seafarers know they are being

platform instruction, while 1,100 hours

focusing on Indonesia as a growth

listened to and can expect career

was dedicated to cybersecurity.

market for crewing and clients alike.

embedding a safety culture.

After all, while the right technical

When seafarers are onboard ship,

development, family engagement,

Furthermore, for Wallem, the

accessible connectivity and support

broader topic of building seafarers’

Wallem also offers support to their

with mental wellbeing.

resilience is a priority: having the ability to

families through its Women of Wallem

withstand difficulty and recover quickly in

(WoW) scheme - which offers practical

unpredictable environments is critical.

help and social connection while they are

From the technical perspective, Wallem aims to prepare ahead of clients’ needs. In 2022, we began classroom

Every ship under our management

away on long voyages.

Investment in seafarers also

training for LNG-fuelled operations,

carries a Mental Health Wellbeing

expanding into onboard sessions the

Champion to prevent isolation and

delivers on a broader mission: to serve

following year when we also initiated

stress escalating, and 26 First Aiders are

society. As the world becomes more

training for methanol. Earlier this year,

embedded across the fleet. Furthermore,

dependent on maritime trade, the

Wallem delivered more than 7,000 hours

resilience and wellbeing of those who

of wellbeing training as part of our

move goods across oceans becomes

WELLNESS@SEA programme in 2024 -

everyone’s concern.

Duty of seafarer care doesn’t begin and end here

including 450 hours dedicated to diversity

The maritime industry is changing fast through digitalisation and

and inclusion.

As noted, career opportunities can

decarbonisation, but as a 122-year-

also be a key influence on attitudes and

old organisation, Wallem has shown

levels of commitment. And, at Wallem,

how it can adapt by continuing to

many cadets have risen to become

put people first. We do so based on

Masters, Chief Engineers, and even

the firm belief that the performance,

shore-based Directors in technical and

efficiency and safety of ships of the

safety roles. We take understandable

future will only be as good as the

pride in the fact that our continuous

seafarers who sail them. l

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VIKAND’s OneHealth programme reveals everyday illnesses affecting seafarers New data from global maritime healthcare provider VIKAND reveals a clear picture of the medical challenges faced by crews onboard and underscores why the industry must rethink healthcare at sea.

S

ince August 2024, VIKAND’s

safeguards lead to musculoskeletal

weaknesses in PEME screenings. By

OneHealth’s telehealth

strain, while limited access to fresh food

improving medical checks, providing

service has tracked initial

and high-sodium meals contributes

dietary guidance, and educating crews,

medical encounters and follow-ups,

to urinary tract infections and dental

operators can prevent disruptions

providing a unique, data-driven

deterioration. Irregular sleep patterns

before they occur. Telehealth, therefore,

insight into crew health.

weaken immunity and slow recovery,

serves a dual purpose: it delivers

compounding other health risks.

immediate care while generating

Respiratory illnesses accounted for 14.1% of cases, genitourinary issues

OneHealth data shows that

actionable insights that inform broader operational strategies.

13.6%, dermatological conditions 12.7%,

healthcare at sea cannot remain

Eye, Ear, Nose, and Throat (EENT)

reactive as treating a sick crew member

complaints 11.2%, musculoskeletal

or responding to a crisis is costly

proactive healthcare offers tangible

injuries 10.6%, while dental and oral

and disruptive. Instead, proactive,

business advantages. Fewer diversions and

health problems – which frequently go

preventative, and ultimately predictive

evacuations reduce costs, while improved

undetected in pre-employment medical

approaches are required.

crew morale strengthens retention and

exams – account for another 10%. These

As Ronald Spithout (pictured right),

For shipowners and operators,

recruitment in an industry facing a shortage

are not rare or extraordinary conditions,

Managing Director OneHealth by

of skilled seafarers. A commitment to crew

but everyday health issues that are

VIKAND, states: “Predictable means

welfare also resonates with regulators and

magnified by life onboard.

preventable. But left unchecked, these

charterers, and enhances overall safety

health issues become operational

and compliance, and healthy crews are

deeply connected to life onboard a

vulnerabilities that cause lost workdays,

more productive and reliable, translating

vessel. Confined spaces and shared air

and costly medical evacuations and

into measurable outcomes that affect the

allow infections to spread rapidly, while

voyage diversions.”

bottom line.

The causes of these conditions are

heat, humidity, and protective gear

Every OneHealth consultation

“The OneHealth data makes one

create the perfect environment for skin

is tailored to the realities of life

point unmistakably clear: the most

irritations and infections. Long shifts of

onboard, addressing hydration,

common health challenges at sea

lifting and climbing without ergonomic

posture, rest, and nutrition and

follow predictable patterns,” added Mr

while these recommendations may

Spithout. “By acting on

sound simple, they are practical and

this insight, maritime

powerful in the context of long shifts

companies can

and limited resources. More than a

shift from

thousand follow-up consultations

reactive

demonstrate that continuity of care

emergency

is possible even far from shore,

care to

fostering a culture of prevention

proactive asset

rather than crisis management.

management,

The intelligence gathered through

ultimately

OneHealth also allows operators to

safeguarding both

address systemic gaps such as the

human and commercial

prevalence of dental problems highlights

resources.” l

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Crew ??? Welfare

How technology is redefining health, safety and security for seafarers Circle DV Founder and CEO Meei Wong outlines how technology can empower seafarers and create a sustainable work/life balance

L

Financial control is also now possible

ife at sea is not for the faint

extended work hours, interrupted sleep

hearted. Long periods away from

patterns and exposure to hazardous

from anywhere with digital wallets.

home, demanding physical work,

conditions. A recent study (Svetina et

Managing money at sea has always been

and the isolation of being hundreds of

al, 2024) identified an alarming increase

fraught with payment delays and high

miles from the nearest hospital or bank

in the number of self-harm and suicide

transaction costs. Digital wallets are now

are part of the job. But as shipping

concerns among crew members with 25-

giving seafarers a way to store, transfer,

undergoes its digital transformation,

30% reporting symptoms of depression

and spend money securely, regardless of

emerging new technology can make

and anxiety higher than the general

where they are in the world.

life safer, healthier, and more secure

population. This has led some ship

for the world’s estimated 1.9 million

operators to seek specialist helplines

convenience. Faster remittances mean

merchant seafarers.

with trained mental health professions to

families at home have more financial

address this growing problem.

stability, and seafarers themselves no

From telehealth platforms to digital

The impact goes beyond

wallets and wearable devices, new

Smart watches and biometric

longer need to rely on cumbersome cash

technology is becoming a lifeline, not

sensors aren’t just consumer gadgets

payments or wait weeks for salaries to

just for operational efficiency, but for the

anymore, as they’re finding their way

clear. For many seafarers living in remote

people delivering global trade.

onto vessels as part of broader safety

locations without access to banks,

initiatives. Wearables can monitor vital

digital wallets are also opening doors to

a major challenge. A sudden illness

signs such as heart rate, stress levels,

greater financial inclusion.

or accident can lead to costly vessel

or fatigue, and trigger alerts if readings

diversions and significant risk for both

show signs of risk.

Medical emergencies at sea remain

Taken together, these innovations are reshaping the lived experiences

ship and crew. Telehealth, with doctors

Some devices are even being

of seafarers. Crew members who can

on call 24/7, is changing that dynamic.

trialled to detect falls or man-overboard

monitor their health with a wearable,

With video consultations, remote

incidents, automatically notifying the

consult a doctor via telehealth, see

diagnostics, and digital health records

bridge. In addition, the aggregated data

specialist mental health support and send

available online, crews can now access

can inform ship operators for better

money home instantly through digital

professional medical advice at any time,

scheduling and fatigue management.

wallets, are not just safer and healthier

from anywhere.

For seafarers, it’s a layer of reassurance

but feel more empowered and in control

that their health is actively being

leading to better onboard morale and

monitored in real time.

consequently higher productivity. l

Telemedicine gives seafarers peace of mind being able to connect instantly to a doctor, often avoiding situations that can escalate into medical emergencies. Regular check-ups via telehealth also make preventive care more feasible, an important step towards reducing the industry’s reliance on reactive, crisis-driven healthcare.

Recent studies such as those by Yale University have identified that seafarers’ mental health is adversely affected by different factors including

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Crew Welfare

Tackling dietary challenges for multinational crews at sea

By Yannis Petrakis, MD, BSM Catering Services Addressing these challenges requires a combination of better provisioning practices, crew education on nutrition, improved onboard storage solutions, and company-level commitment to prioritizing seafarers’ well-being through diet.

Q) What measures do you take to adapt to the diverse dietary and cultural needs of multinational crews?

Yannis Petrakis: Working with multinational crews requires a respectful and thoughtful approach to food preparation and menu planning. We always start by familiarising ourselves with the cultural and religious backgrounds of the crew members — understanding key dietary restrictions such as halal, vegetarian, or non-pork preferences is essential. Where possible, we request this information in advance or during onboarding so we can prepare accordingly.

We also make an effort to rotate dishes from

Q) What are the key challenges seafarers face in

different cuisines throughout the week, so everyone feels

maintaining a healthy, balanced, and high-quality diet

represented. For example, incorporating Asian dishes,

while onboard?

European meals, and traditional Filipino or Indian recipes

Yannis Petrakis: Seafarers face several challenges when it comes to maintaining a healthy, balanced, and high-quality diet at sea. One of the primary issues is limited access to

based on the crew’s composition not only caters to their preferences but also boosts morale and a sense of inclusion.

Another important measure is maintaining clear

fresh food, especially fruits and vegetables. Since voyages

communication with the crew. We regularly ask for feedback

can last for weeks, it’s difficult to consistently store or

on meals, and we are always open to suggestions. This helps

replenish perishable items, and preserved or processed

us make small adjustments that go a long way — whether

foods often become the default.

Another significant challenge is the lack of variety. Menus tend to be repetitive, especially on smaller vessels, which can lead to nutritional gaps and food fatigue. This can negatively impact morale and may lead crew members to opt for comfort foods that are often high in salt, sugar, and fat.

Work schedules also play a role. Seafarers often work long and irregular hours, which can lead to skipping meals or eating at odd times—this disrupts metabolism and healthy eating patterns. In some cases, the availability of healthy options during night shifts is limited.

Additionally, not all crew members may be fully aware of nutritional best practices, and some vessels may lack trained cooks or sufficient dietary planning. Budget constraints can also impact the quality and diversity of food supplied.

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it’s offering spicier options, reducing salt, or preparing rice in a

onboard incidents, which they partially attributed to

preferred way.

improved diet and alertness.

Additionally, we try to balance cultural preferences with

We’ve also seen the value of investing in digital meal

nutritional needs, ensuring that regardless of the dish’s

planning tools and crew feedback platforms, which allow us

origin, the meals are wholesome and varied — with sufficient

to adjust menus in real-time based on preferences, dietary

proteins, vegetables, and fiber.

restrictions, and operational schedules. This not only cuts food

Ultimately, it’s about creating an inclusive and respectful food environment where crew members feel considered and cared for. This promotes not only physical health but also a positive atmosphere onboard.

waste and optimises costs but also shows crews that their input is valued — reinforcing trust and long-term engagement.

Ultimately, these examples confirm what we’ve always known: a well-fed crew is a more productive, loyal, and safer crew. When shipowners understand that catering impacts

Q) Shipowners often see catering as a cost, but it can also

everything from health to retention and even compliance, it

be an investment in crew performance. Can you share

shifts the conversation from cost to value.

examples where your nutrition programs directly improved crew retention or operational efficiency?

Yannis Petrakis: Absolutely — we strongly believe that quality catering is not just a cost but a strategic investment in crew well-being, retention, and operational efficiency.

Q) What key message would you like to leave with the maritime industry and the global community about the importance of seafarers’ nutrition and well-being?

Yannis Petrakis: Good nutrition at sea is not just about

One example comes from a long-term contract we had

food — it’s about safety, focus, morale, and performance.

with a large shipping company that had been experiencing

A well-fed crew is not only healthier but more alert, more

high crew turnover and low morale — especially among

resilient, and more motivated. We’ve seen time and again how

multinational crews with diverse dietary needs. After we

thoughtful, balanced catering can directly impact retention

implemented our targeted nutrition program, which included

rates, teamwork, and even operational efficiency onboard.

culturally inclusive menus, regular rotation of dishes, and fresh

If there’s one message I would like to leave with the

produce provisioning at key ports, the shipowner reported

maritime industry and the wider global community, it’s this:

a noticeable drop in turnover within two rotations. Crew

investing in seafarers’ nutrition and wellbeing is not a luxury

feedback improved dramatically, with many citing food quality

— it’s a necessity. These men and women are the backbone

and variety as key reasons for staying onboard longer.

of global trade. They endure long periods at sea, often

In another case, we introduced nutritionally balanced

under physically and mentally demanding conditions, and

meal planning and onboard training for galley staff

the least we can do is ensure they are properly nourished,

focused on portion control, hydration, and energy-

cared for, and respected.

balanced meals — especially important on vessels with

In an industry that rightly places growing emphasis on

physically demanding work environments. Over the course

ESG principles, crew wellbeing must be a central pillar of the

of several months, captains and superintendents began

‘social’ component. The global community often overlooks

reporting fewer fatigue-related complaints, better focus

seafarers, yet they ensure that supply chains — including the

during critical operations, and even a reduction in minor

very food we eat — continue moving. They deserve better than minimum standards.

At our company, we take pride in delivering not just provisions, but purpose-driven catering solutions that reflect cultural diversity, nutritional science, and deep respect for the people we serve. By doing this we help shipping companies foster healthier, happier crews—and that translates into safer operations, stronger retention, and a more sustainable industry.

My message is simple: if we expect professionalism, endurance, and excellence from our crews, we must meet them with the same standards of care, starting with what’s on their plate. The maritime world must recognise that behind every shipment delivered, there’s a human story. Let’s honour that story by ensuring our seafarers are nourished, supported, and valued—not just as workers, but as people. l

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Well-being and Sustainability at Sea How Data-Driven Nutrition Is Transforming Life on Board

I

n today’s global maritime industry,

its Carbon Emissions Report, MCTC

vessels often bring together crew

enables ships to monitor the CO2

members from a wide range of

footprint of every provisioned item.

nationalities, cultures, and languages.

Using weighted global averages

This diversity enriches life at sea, but

that factor in production methods,

it also presents complex well-being

transport, and land use, the system

challenges that can affect morale,

identifies emission hotspots and

teamwork, and operational efficiency.

suggests lower-impact alternatives.

Recognising that crew welfare and environmental responsibility go hand in hand, MCTC has introduced

This empowers cooks and

By Christian Ioannou, CEO, MCTC procurement teams to make

environmentally conscious substitutions

two groundbreaking digital tools, the

is fuel, it is identity, comfort, and it’s a

without compromising quality or

Nutritional Values Report and the

vital link to home.

cultural variety, supporting clients’ ESG

Carbon Emissions Report, designed

Including culturally inspired dishes

to elevate both crew well-being and

alongside nutritional transparency

sustainability in maritime catering.

ensures every crew member feels represented and cared for, the foundation

Healthy Crews Through Smarter Nutrition Nutrition has always been at the heart of seafarer well-being. Yet dissatisfaction with onboard meals has long been a

of morale, inclusion, and teamwork.

By combining health-focused MCTC is redefining care at sea. As Group CEO Christian Ioannou notes,

Language barriers, cultural differences, and perceptions of

of variety, poor nutritional balance, and

favouritism can all affect harmony

repetitive menus.

on board. When meal planning is supported by objective nutritional

changes that. The digital platform

data, trust replaces guesswork.

enables Chief Cooks to track calorie

MCTC’s transparent approach ensures

intake and nutritional breakdowns

food choices are driven by health

across daily, monthly, and yearly

metrics, not personal preferences or

periods, benchmarking them against

bias. This data-led fairness enhances

internationally recognised Reference

confidence and promotes a shared

Daily Intake (RDI) standards.

sense of accountability for health and

By providing detailed insights into

Data-Driven, Human-Centred Outcomes catering with sustainability analytics,

Transparency That Builds Trust

common concern, with crews citing a lack

MCTC’s Nutritional Values Report

and Scope 3 reporting goals.

well-being.

macro and micronutrients per meal

Efficient galley operations can go hand in hand with crew wellbeing and environmental responsibility. This is maritime catering with impact, measurable, meaningful, and made for the future. and respect for diversity, MCTC is

menus that meet diverse cultural and

A Greener Galley: Measuring the Carbon Footprint of Every Meal

dietary needs. On mixed-nationality

Health and sustainability are now

protecting the planet can truly sail

vessels, this is particularly vital, food

two sides of the same coin. Through

and per person, the system empowers catering teams to design balanced

Through innovation, transparency, proving that nourishing people and side by side. l

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Regional Focus Report

by Felicity Landon

Maritime Transport Strategy could be a turning point Sometimes, after years of persistent lobbying and campaigning, an industry sector does finally get what it wants. In Malta’s case, the prize at hand is a national Maritime Transport Strategy, announced by the Maltese government towards the end of 2024 and now progressing towards the consultation phase.

Valletta Cruise Port

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T

he creation of a dedicated

a number of years, and we were

and costs. We already have the

government ministry for

very pleased when the government

Malta Free Zones Act, under which

maritime, long called for by

launched it and appointed Karmenu

the authorities can declare any area

stakeholders, remains on the wish

Vella, the former European

in Malta as a Free Zone.”

list for now – but nevertheless,

commissioner, as coordinator.”

they have welcomed the prospect

With the framework agreed

Politics comes into this – as things stand, handling costs

of a specific blueprint for the

upon, the next phase is the

for domestic cargo are “much

maritime industry, which will fit

consultancy period. “We must

more expensive” than those for

into the nation’s new economic

make sure that every sector is

transhipment cargo, he says.

strategy, ‘Malta Vision 2050’.

involved in order to take into

“It is an anomaly – normally,

Malta’s strengths as a

account the challenges and

charity begins at home, but since

maritime hub in the middle of the

aspirations of each,” says Xerri.

transhipment is a competitive

Mediterranean are inextricably

“We have agreed in principle that

industry, one has to be in line

linked to its ship register; the

it will not be a report but an action

with other competitors. For cargo

Maltese flag is the largest in

plan with KPIs (Key Performance

discharged in Malta, there is a

Europe, and sixth largest in the

Indicators), revisable every year or

different type of tariff. We have

world. However, Malta must

so – because what we are after is a

to look at this activity of the Free

look beyond its flag and use its

working document, not a report to

Zone differently, because that

breadth of maritime activities

be put on a shelf somewhere.”

is also something we need to compete for.”

– transhipment, import/export,

Among the developments

cruise, training, shiprepair, legal

the MMF would like to see is the

services, ship agency, bunkering

establishment of a Free Zone

along the supply chain – including

and others – to attract new

area, probably located between

ship agents, stevedores, hauliers

investment, says Godwin Xerri,

the Malta Freeport Terminals

and others – to be “bold enough

Chairman of the Malta Maritime

transhipment hub and the airport.

to let go” in order to increase

Forum (MMF).

This would provide for the handling

activity and attract new business,

of groupage cargo, project cargo

says Xerri.

He hopes – perhaps

This requires stakeholders all

There are also discussions about

optimistically – to see the strategy

and sea-to-air and sea-to-land

in place by the end of 2025.

logistics, says Xerri. “Fortunately,

ways to bring more ship finance and

“The industry has become so

the Customs department is in a

ship management activities to Malta,

dynamic that we cannot afford

phase of modernising its systems

and to attract more investment into

to procrastinate and delay. There

– and we would need to depart

the maritime sector.

is so much to be done,” he says.

from certain Customs practices and

“The need for a maritime strategy

adopt more IT tools to facilitate

we have the flag, we have the

has been on our agenda for quite

their work and reduce bureaucracy

expertise of the transport authority

“We have the right legislation,

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Regional Focus: Malta Report

– we have what we need to attract ship management to

survey vessels, tugs, towing vessels and service craft, with a

Malta,” continues Xerri. “Tied to that would be the crewing

combined 946,726 GT. The registry has embarked on a digital transformation

aspect. Malta stands to benefit particularly by creating its own niche for the management of superyachts, including

which has included the introduction of an e-certification

training and crewing. The registration of yachts under

system, replacing traditional paper certificates with

the Malta flag has gone through the roof since Covid and

digital copies. A digital platform will integrate all registry

creates a window of opportunity.

services, enabling clients to apply for services and complete

“And that brings us to another area which Malta should

payments online.

take up – education and training for the maritime sector,” he adds. “Whether university, college or the private sector

MARITIME LAW

like MaritimeMT, we have the facilities for maritime training.

Maritime is one of the most important pillars of

To attract people to come to Malta to be trained, qualified

the Maltese economy and a clear maritime strategy is

and certificated, we need to ensure that at the end of the

fundamental for the community, says Ann Fenech, Partner

tunnel they have the possibility of employment.”

and Head of Marine Litigation at Fenech & Fenech

The MMF wants to see a clear policy and strategy to

Advocates in Valletta. “There are many people out there

attract investment into the maritime sector, and a positive

who think of Malta as the largest flag of Europe – which is

aspect is that the Bank of Valletta is looking at entering into

true, and we are very happy about that – but frankly that

ship finance, says Xerri. “We have a very good rapport with

is just one aspect of Malta maritime, because this rock in

the Bank of Valletta. We invite them to our meetings, and

the middle of the Mediterranean represents every single

they assist us by way of sponsorship. We have also had

conceivable aspect of the maritime space – shiprepair,

meetings to discuss risks in the maritime sector and explain

transhipment, bunkering, cruise lines, maritime education,

various aspects of ship finance.”

towage, pilotage, and so on,” she says. “The maritime strategy is a work in progress. I am appreciative of the fact

SHIP REGISTRY

that they are meeting with various people in the sector and

The latest stats from Malta Ship Registry, issued at

hope that when it is finalised, it will set us in good stead.”

the end of August, show 1,999 ships flying the Maltese

Happily for the sector, there is consensus across

flag, adding up to a total 90.04m GT. In addition, 6,150

government and opposition as to the importance of

yachts under 24 metres totalling 102,770 GT (mostly local

maritime, she adds. “That leads to certainty, clarity and

craft) and 1,298 superyachts over 24 metres amounting to

stability – which is what investors want, and sets us apart

394,501 GT were registered. The fleet also includes 727

from our competitors in other jurisdictions.”

An important step forward will be the creation of

fishing vessels totalling 8,010 GT, and 242 others such as

specialised courts to hear maritime law cases, according to Fenech. “We have been working on this for a number of years. We are not going to have a maritime

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court per se, but amendments are

if ships default, they can go straight

Attard. “This has been a slow and

before parliament for the creation

to a judicial sale, with the vessel sold

arduous task – it was important to

of a dedicated commercial court,

free and unencumbered. The new

get it right. Digitalisation often gets

within which there can be judges

Convention confirms that such judicial

misinterpreted. The project was not

specialising in maritime cases. That

sales will be honoured and given full

only to start digitalised certificates of

will lend itself to more efficiency and

effect,” says Fenech.

registry – obviously welcomed by the

a superior product. Our judges have

“The Convention ensures

industry – but was much bigger, in

always risen to the occasion and

that when a buyer buys a ship in

terms of modernising the registry and

given us good judgments. However,

judicial sale, that ship is free and

its administration. Much of the impact

we are not generic lawyers but

unencumbered and can go anywhere

is to streamline the administration’s

very specialised, and it is unfair to

in the world without fear of arrest.

processes, modernising the way it

expect generic judges to handle very

Ship financiers will be happy,

operates internally to increase the

specialised cases.”

because the last thing they want is to

quality of the product offered.”

extend finance to a ship in a judicial

Ganado Advocates has grown to

Maritime International (CMI), Fenech is

sale only to face creditors further

more than 100 lawyers, and maritime is

delighted that the Beijing Convention

down the line.”

one of the pillars for the firm, explains

As President of the Comité

Attard. “Our maritime team – of

on the Judicial Sale of Ships has

OPPORTUNITIES AHEAD

lawyers and supporting staff – has

announced it will enter into force in

Matthew Attard, Partner at

expanded over the past five years,

February 2026. After the Convention

Ganado Advocates and President of

a reflection of the importance of

was signed off in Beijing, a second

the Malta Maritime Law Association

maritime law in Malta.

signing ceremony was held in Malta, a

(MMLA), says: “The Malta flag

He looks ahead with positivity.

popular location for judicial sales. The

continues to grow in terms of

“We still have many opportunities in

Convention establishes a harmonised

its tonnage and importance. For

front of us but we need to know how

international framework for the judicial

commercial ships, the growth has been

to grasp them and have a strategy in

sale of ships, protecting the rights of

less intense than previous years – that

order to do so. There is an appetite for

purchasers and creditors.

isn’t to do with competition alone but

growth in this sector and now we need

been adopted and UNCITRAL has

“For Malta, this is important. One

to do with the changing dynamics of

to take it to the next notch. We have a

of the big advantages of registering

shipping. Nevertheless, we are still a

large flag, all the expertise and a few

ships under the Malta flag is that the

growing flag. There has been much

international shipmanagers in Malta but

financiers of mortgages have

more success in the past five years

I would like to see a bit of momentum

an executive title which

in yachts – the register has grown

to create an actual ecosystem of the

exponentially.”

onshore professions and a more tangible

means that

The MMLA has been assisting

presence of the larger players. One

in the move towards digitalising the ship registry, said

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The Grand Harbour, Valletta: picture supplied by Valletta Cruise Port

Regional Focus: Malta Report

problem perhaps keeping new people

The Ocean Alliance uses the terminal

to work together with VGT and

from establishing shop in Malta is that

as its Mediterranean transhipment

the related stakeholders to plan

we don’t yet have enough people to

hub; outside the alliance, CMA CGM

for space. There is also a need to

create a pool – anybody who has started

and MSC are the major callers.

rehabilitate and organise the area

up most of the time has had to import

MFT is implementing digitalisation

in the immediate vicinity of VGT’s

the workforce. But as more of these

projects and is the first terminal within

terminal to accommodate the trailer

companies come, it stands to reason

the CMA CGM Group to deploy

operators and ro-ro activities – namely,

that you create a bigger pool of talent.”

NextPort, which uses AI and digital

maintenance of road and provision of

twin technology to streamline port and

parking space.”

MALTA FREEPORT TERMINALS

terminal operations.

In June (2025) the government

“This cutting-edge solution creates

started the construction of onshore

a real-time virtual model of the entire

power supply facilities at VGT. This

Terminal Two expansion, known as

terminal, enabling us to visualise

work has taken up more than 5,000

the ‘Squaring Off Project’, is the first

equipment status and movement, detect

sq m at Laboratory Wharf, putting

expansion to take place at MFT in two

potential delays and identify operational

even more pressure on capacity and

decades. The €56m land reclamation

bottlenecks,” says the spokesperson.

creating further need for yard space

Malta Freeport Terminals’ (MFT)

project, now progressing, will extend

Meanwhile, MFT has acquired a

the North Quay by 176 metres to a

GlobalSim crane simulator to provide

At the beginning of 2025, the

total 688 metres and the West Quay

in-house training on quay cranes and

government, through Infrastructure

by 195 metres to 313 metres. The

RTG cranes, introduced four fully

Malta, started works on the

North Quay will be equipped with six

electric tractors into the container-

rehabilitation of Deep Water Quay’s

quay cranes with 25-box outreach.

handling fleet and invested in its first

100-metre quay – these works are

The project is aimed at futureproofing

electric empty container handler.

expected to be finished by the first

MFT’s operations while enhancing its

Additional reefer slots have been

quarter 2026.

competitive edge in the region, says

provided to meet the rising demand

VGT will take delivery of two new

a spokesperson, and will increase

for temperature-controlled cargo –

Terberg tugmasters at the end of this

capacity from 3.6m to 4m teu. “This

MFT is a hub for perishable goods in

year to support its ro-ro activities; these

development will boost the terminal’s

the Mediterranean.

bring the fleet to 13, and there are plans to add three more. From July,

operational efficiency and streamline vessel turnaround times, which are critical for sustaining high service standards and effectively managing peak periods.”

So far, eight caissons have been

outside the terminal, adds Tan.

VALLETTA GATEWAY TERMINALS The multipurpose Valletta Gateway Terminal (VGT) handled more than 54,000 trailers last year, and volumes

Grimaldi, one of VGT’s major clients, has deployed the hybrid ro-ro vessels Eco Barcelona and Eco Napoli on its Malta routes, replacing older vessels.

Adjacent to VGT, a €65m new

fully cast and six have been positioned

this year have remained in line

deepwater quay was due to for

– these form part of the 11-caisson

with 2024. There has been new car

completion two years ago – but this

containment that will shape the

transhipment business since 2024 due

year Infrastructure Malta cancelled its

perimeter of the extension. Each

to the impact of the Red Sea turmoil,

agreement with the contractor due

caisson is being constructed through

says CEO Nicholas Tan. VGT is happy

to significant delays. It is understood

a continuous process – the base is

to be able to support the diversion of

that there will be a new tender issued.

first reinforced, then the slip-form is

these car carrier ro-ro services heading

EU Cohesion Fund money provided

positioned and filled with concrete,

around the Cape of Good Hope and

is secure until 2029. Malta Maritime

mixed at Terminal One and transferred

through the Strait of Gibraltar, he

Forum and others have emphasised

to Terminal Two. As the concrete

says – but the increased activity has

the need for the revised development

sets and strengthens, the slip-form

added further pressure to the already

to provide a dedicated ro-ro berth

is gradually raised, and the finished

squeezed Laboratory Wharf.

rather than the previously proposed

caisson is floated into the sea and aligned into place.

“There is a need to increase external yard space to support

floating ro-ro ramp.

The new terminal will be directly

the growth of the port which is, in

connected to VGT’s facilities in

from 1,564 ship calls. Services link

turn, related to the growth in the

Laboratory Wharf and therefore it is

Malta with more than 110 ports, more

consumption of Malta’s economy,”

in VGT’s strong interest to be able

than 60 of these in the Mediterranean.

says Tan. “The government needs

to manage the new terminal so that

In 2024, MFT handled 2.86m teu

Issue 117 September/October 2025

Ship Management International

55

Regional Focus: Malta Report

a comprehensive long-term strategy

However, Angelique Abela,

can be developed for both, according

Executive Chairperson, says: “It’s

movements were registered at the

to Tan. “Our existing capabilities

business as usual at MMH. Oil and gas

Valletta Cruise Port last year, a 4%

and presence would bring value-add

activity is picking up and going strong,

increase on the previous record year of

to the project with already existing

with our facility continuing to serve as

2019. The Grand Harbour received 357

investment in place to support the

a true hub for the sector.

cruise ship calls.

cargo handling capabilities for the local

“Meanwhile, our yacht

More than 940,000 passenger

It is estimated that cruise ships

economy within the Grand Harbour.

maintenance and repair operations

berthing in the Grand Harbour

No decisions have been made on how

are also growing steadily year after

contribute circa €88m to Malta’s

the new facility might be managed or

year. Over these last two years we

economy each year – made up of

handled,” he says. “VGT will express

upgraded the sheds with new roofs,

€38m in spending by passengers and

our intentions to contribute to or be

new doors and lighting system and we

€50m by the cruise lines.

part of this project.”

invested in a dry marina structure.”

Recent investment in onshore

There will be no issue of a new

power infrastructure has provided the

MEDITERRANEAN MARITIME HUB

concession – MMH holds the title to

capacity to power up to five cruise

the land, she says. “Should there be

ships simultaneously.

There is also speculation

any investor onboarding, this will be

about some changes ahead for

announced through official channels.

the Mediterranean Maritime

Our focus remains on growth and

Hub (MMH), which took up a

continued development across all our

Minister (or Ministry) is nothing new

65-year concession at the Marsa

business segments.”

in Malta – and the sector hasn’t given

shipbuilding site in 2016, focusing

A DEDICATED MINISTRY? The call for a dedicated Maritime

up on this. Matthew Attard says: “The

on the oil and gas industry. Since

VALLETTA CRUISE PORT

industry is calling out for a Minister for

then, it has also used the site for

A record number of cruise

maritime matters. The current structure

yacht servicing, as a convention

passengers visited Malta in 2024,

is based on the Minister of Transport

centre and for other activities.

surpassing the pre-pandemic peak.

and Infrastructure dealing with maritime

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Issue 117 September/October 2025

Regional Focus: Cyprus Report

there are new sanctions introduced,

matters as well. Although he has done

Xerri relates that when the ETS

a very good job, his portfolio is very

was being introduced, “we were being

we are very quick to respond

intense. We have the same minister

challenged by people from Brussels

because we have the data on who

handling the roads, public transport and

to prove that Malta would be at the

are the beneficial owners of the ships

infrastructure, and the maritime segment

losing end of this. Today, we do have

operating under the flag. That it is

is just an added element.”

the proof from shipowners who tell us

very different to some flags that don’t

He acknowledges that Malta

very bluntly – ‘No, we can’t call at Malta

provide this level of scrutiny. What

already has a large parliament in

because we have to pay the tax, so we

is very unfair – and we assisted the

proportion to its population, so

will call at a non-EU port’. If any proof

government in rebutting – is when

the counter argument could be the

is required, only look at what has been

there are articles that claim, with no

costs associated with creating a new

happening in neighbouring countries

evidence, that Malta is supporting the

ministry. “But we believe it is still

like Egypt and Morocco, where

dark fleet to evade sanctions. That is

something to consider, especially after

terminals have been mushrooming.

not simply not the case.”

the Maritime Transport Strategy study

The fact that today there are so many

will reveal effectively how important

terminals in these countries undertaking

European law realities Malta is facing

the industry really is to us as a nation.”

transhipment activities, proves that

are beyond its control, he points out.

Godwin Xerri says: “There is so

this is all business taken away from

“We do face challenges such as the

European ports.”

EU taking a proactive approach on

much happening on the maritime

The international geopolitical and

scene. With all due respect to

Malta has also found itself in a

sanctions that are not in line with what

incumbent ministers and chief

difficult situation where the EU has

the rest of the international community

executives, a real focus is required

announced sanctions against Russia,

is adhering to. The EU has – as the

from the public sector to drive this

he adds. “Malta is obliged to follow

ETS has shown us – a tendency of

industry, especially today because

these sanctions, but by adopting

wanting to set environmental standards

of the complexities and many

them, the flag became less attractive

without sometimes understanding that

contradictory vibes coming out of the

because others – Liberia, Marshall

there are loopholes for customers and

EU as far as shipping is concerned. We

Islands – did not adopt them. Malta is

companies to relocate their business

need the political force behind us to

only one voice out of 27 [in the EU].

elsewhere because of the costs of being

drive home the reality of the situation

It needs to take a more proactive

environmentally friendly. That leads to us

that maritime Malta faces.”

approach and coordinate with other

being less competitive than others.”

As Ann Fenech points out, this can

He is particularly referring to the

Mediterranean countries to make sure

EU Emissions Trading System (ETS).

that in Brussels, we are heard and we

even lead to more carbon emissions

“It is beyond any doubt that the ETS

are heeded.”

as vessels deviate from their normal

has been detrimental to Malta and the

The Malta registry has over the

route to avoid the ETS regime,

sooner the EU adjusts its policy either

past ten years adopted increasingly

increasing the length of voyages.

with an IMO ETS or to review the

rigorous KYC (Know Your Customer)

“Anything which is regional simply

existing ETS, the better.”

standards, says Attard. “Whenever

shifts the problem,” she maintains. l

Valletta Gateway

Issue 117 September/October 2025

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57

Ad Hoc

Fleet opens new office and training hub in Manila Fleet Management Limited, a part of The Caravel Group, is expanding its presence in the Philippines to strengthen training capacity, support Filipino seafarers and enable continued global growth.

The company says its investment in a new office and training hub in Manila reflects its deep commitment to the Philippines, dating back to 1997. Today Fleet employs a thriving community of more than 4,000 Filipino seafarers serving on more than 150 ships.

Located in Pasay City, the expanded facility in Manila (office team pictured) benefits from advanced simulators and upgraded infrastructure, and will deliver over 14,000 training sessions annually, as well as serving as a hub to support local seafarers and their families.

Training equipment includes a full mission bridge simulator and engine room simulator, creating immersive environments for complex vessel operations, dual-fuel readiness, and training on future fuels. l

MSC Sailing Cup makes debut in Valencia The first MSC Sailing Cup took place at the Real Club Náutico of Valencia in September, bringing together teams from MSC’s head office in Geneva and MSC Spain with key partners from the maritime and logistics industry for two days of racing on j80 boats, teamwork and coastal celebration.

MSC says the event perfectly reflected its core values – respect for the sea, resilience, precision and passion. Sailing teams from local partners included Grupo Alonso, Grupo Caliche, Noatum Logistics and Pérez y Cía.

At the end of two intense days on the water, the MSC Geneva 2 team emerged victorious, led by skipper Kilian Wager with a crew of Massimiliano Venezian (SVP Liner, MSC Geneva), Ginevra Smoquina (M&A lawyer, MSC), Jean-Charles Siraudin (HRIS Program Manager, MSC) and Jessica Aceves (Asset Management Manager, TiL) The awards ceremony was followed by music and a traditional Spanish tardeo – an early evening gathering with drinks and entertainment. l

DP World inspires next-gen golfers in India DP World has announced the expansion of its global Clubhouse initiative to India, continuing its mission to make the game more accessible by providing purpose-built facilities to underserved youth around the world.

As an extension of its association with the DP World India Championship, a Clubhouse was provided to the ZEN GOLF Range & Academy – a community driven organisation based in Gurugram, India, committed to making golf more inclusive and accessible to local youth.

The launch marks the second milestone in the programme following the inaugural Clubhouse opening in Cape Town, South Africa earlier this year, which was delivered to the Sally Little Golf Trust.

Leveraging DP World’s smart logistics capabilities, each Clubhouse is built using repurposed shipping containers and tailored to the needs of the local community, providing golf equipment, sheltered training areas and a safe space for young talent to develop both their sporting and life skills. l

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Ad Hoc

LISW25 - a force to be reckoned with An estimated 30,000 top industry leaders attended over 350 events during the highly successful London International Shipping Week in September, with CEOs rubbing shoulders with Royalty as well as Government Ministers from 47 countries during the week-long event.

Some of London’s finest venues were used as event organisers drawn from over 120 International trade associations and 90+ sponsors entertained and informed leaders from global shipping.

Her Royal Highness, Princess Anne, The Princess Royal, was guest of honour at the Mansion House on the Tuesday evening to welcome 600 VIPs to the official LISW25 Government and industry reception, while 700 industry leaders piled into the plenary hall of the IMO later in the week to listen to the latest views and commentary of issues facing global shipping (pictured). During the week, HRH also officially re-opened Lloyd’s Register’s historic Headquarters building at 71 Fenchurch Street after a sixyear restoration project (pictured).

It was standing room only for the 800 or so attending the LISW25 Bunker Party and shipowners and charterers were out in style at the Charterers party, both held at the iconic Steelyard venue near Monument. The Isle of Man Maritime event, held on the Wednesday night at the London Aquarium, was singled out as it had over 800 on its waiting list.

But the biggest ‘WOW factor’ was left to the LISW25 Headline Gala Dinner, where 1700 guests socialised and networked at the amazing Evolution London venue in London’s Battersea Park. l

Maritime Cyprus hosts sparkling debate and events This year’s Maritime Cyprus 2025 Conference [ see also pp.16-7] took place in Limassol from October 6-8, preceded by the traditional Cyprus Shipping Chamber (CSC) opening reception attended by some 800 guests at the Amathus Beach Hotel.

In his welcome address, CSC President Andreas Neophytou pointed out since the Conference’s establishment in 1989, Cyprus had grown into a trusted home for some 200 shipping-related companies managing or providing services to 2,800 ships with approximately 80,000 seafarers onboard at any given time.

The opening day saw the presentation of the Cyprus Maritime Awards 2025. The Personality Award went to Dr. John Coustas, President & CEO of Danaos Shipping Company, for his longstanding support for the Cyprus Ship Registry, while the Industry Award was bestowed on MSC Shipmanagement Ltd. for its role in the growth of Cyprus’s maritime cluster and national economy.

The week’s standout social event was undoubtedly the 30th anniversary celebration of insurance broker Aphentrica, held at the ‘Graeco-Roman ‘Ancient Kourion Amphitheatre’ dating from the 2nd century BCE and overlooking the sea (near where where goddess Aphrodite/Venus is meant to have risen from the waves). Here contemporary orchestra Symphonic Rebetiko treated an audience of 400+ to an unforgettable evening’s entertainment under the stars. l

Issue 117 September/October 2025

Ship Management International

59

Regional Focus: Panama Report

Panama de-lists vessels, tightens flag criteria Amid increasing US-led international sanctions on trade with countries like Russia, Iran and Venezuela, and a growing ‘shadow fleet’ of ships carrying on doing so in opaque fashion, Panama has been making concerted efforts this year to ensure its vessels are not flouting these prohibitions.

B

ack in late March, the

under its flag, in order to “shut the

optimise the operational performance

Panama Maritime Authority

door on the so-called ‘shadow fleet’

of its fleet and minimise the risk of

(PMA) announced that it

and reinforce the country’s standing

detentions, it said, since analysis

had expedited the de-registration

as a responsible flag State.” Effective

showed that such older bulk vessels had

of some 125 vessels listed under

immediately. all Panama-flagged

accounted for 71% of its fleet detentions

international sanctions – a number it

vessels with a gross tonnage of 150

between 2023 and H1 2035 - as well as

updated by June to over 200. It also

or more had to notify the Flag State

to prevent the entry of vessels typically

said it was tightening pre-registration

at least 48 hours in advance of any

used in the ‘shadow fleet’ onto the

checks by looking into not only a

planned STS operation, providing

Panama Ship Registry.

vessel’s technical criteria but also the

detailed technical, logistical, and

background and operational history

operational information.

of its owner and operator.

Additional quarterly inspections of Panama-flagged ships by the

This was followed in August by the

Recognised Organisations that

statement that the Panama Ship Registry

issued their statutory certificates

it was strengthening its requirements

will no longer register oil tankers and

was promised, as well as enhanced

for ship-to-ship (STS) oil transfer

bulk carriers older than 15 years. This

verification of SMS (Safety

operations involving tankers registered

move was prompted by a desire to

Management System) Certificates.

Then in May the PMA announced

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Ship Management International

Issue 117 September/October 2025

Regional Focus: Panama Report

on Training, Visibility, and Recognition

and deliver tangible benefits to the

was “prioritising quality over quantity,”

for Sustainable Development” in late

nation’. This include increasing water

the PMA said, “and implementing

August. This was attended by PMA

storage capacity, both for canal operation

more rigorous oversight mechanisms

‘old boy’ Arsenio Dominguez on his

and human consumption, as well as

to ensure that the Panamanian fleet

first official visit back to his home

diversification of business activities and

complies with the most demanding

country since assuming the position

expanding transport activities without

international regulations, thus

of IMO Secretary-General in January

increasing water consumption.

contributing to a safer and more

2024. Panama remains a Category A

With this vision, the Panama

sustainable industry.”

member of the IMO Council, giving it

Canal says it plans to develop into a

a seat at the ‘top table’ of shipping’s

fully-fledged logistics hub, thereby

Director General of the Merchant

global regulatory body, and is currently

strengthening Panama’s competitive

Marine, “is to have a renewed fleet, with

undergoing the IMO Member State

edge in world commerce.

younger vessels that use cleaner energy;

Audit Scheme (IMSAS) designed

The year has not been without its

the implementation of regulations that

to ensure that countries uniformly

headaches for the Canal, however, as

establish more expeditious procedures

implement and enforce international

back in the spring incoming President

for cancelling the registration of vessels

maritime instruments. The country

Trump launched a verbal attack

that are in violation of regulations,

is also drawing up a plan for the

on alleged Chinese ‘control’ of the

polluting vessels, or those with opaque

implementation of decarbonisation in

waterway by virtue of Hong Kong-based

records; greater fleet monitoring; and

keeping with IMO guidelines, expected

Hutchison operating ports either end,

updating the data on Panamanian-

to be ready in early 2026, Acting

via its Panama Ports Company (PPC).

flagged vessels.”

Administrator of the PMA Alexander De

An audit of PPC activities followed,

Gracia announced in September.

eventually leading to the planned

In this way, the Panama Ship Registry

“Our vision,” resumed Rina Berrocal,

In parallel with this effort to upgrade

divestment of all Hutchison’s non-

its fleet, the PMA points out that it has also been reinforcing its commitment to the comprehensive protection of

Panama Canal Authority During his visit, IMO Secretary-

Chinese port assets to a consortium of MSC and New York-based multinational investment company BlackRock.

seafarers, by promoting concrete actions

General Dominguez also visited the

to eradicate harassment onboard,

Panama Canal Authority (PCA), which

improve working conditions and

had every reason to be in chipper

would take control of the former

strengthen respect for the human rights

mood. Two months later, the PMA

PPC terminals while MSC, via its port

of seafarers working on Panamanian-

issued unaudited figures showing that

operations arm Terminal Investment

flagged vessels.

revenues in the financial year to end-

Limited (TIL), would assume majority

It has been reported that BlackRock

For example, Panama was an

September had risen nearly 15% over

ownership of the remaining 41 facilities

active supporter of this year’s new

the comparable 2024, period to reach

worldwide. Beijing is opposing the

amendments to the Maritime Labour

$5.7bn, on 12,403 vessel transits up

deal in its current form, however, with

Convention (MLC) that strengthen

nigh on 20% over the previous drought-

Chinese shipping giant COSCO believed

labour protection for seafarers,

stricken year.

to be seeking either to enter the non-

covering aspects such as the right

The PCA has also announced a 10-

PPC part of deal with a 20-30% stake or

to go ashore, combatting violence

year roadmap, which it said is designed

veto the sale altogether; CMA CGM is

and harassment, and international

to ‘reinforce its strategic role in global

also said to be trying to secure a piece

cooperation for their repatriation.

trade, safeguard long-term sustainability,

of the carve-up. l

In addition, the employment of

PMA guard of honour for Arsenio Dominguez

Panamanian nationals on Panamaflagged ships is on the rise, with 593 employment contracts signed between January and September 2025, an 11% increase on the comparable 2024 period, thanks to the efforts of the PMA’s Labour Affairs Department.

Gender equality is likewise being promoted, with the PMA having hosted a forum on ‘Empowering Women in the Maritime Sector: A Call to Action Issue 117 September/October 2025

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61

Business Strategy A KPMG Briefing on Decarbonisation and other strategic business issues SMI asks Cyprus-based Sylvia A. Loizides, Board Member and Head of Shipping at professional services firm KPMG, on the advice that is being given to shipping companies on decarbonisation – especially in light of the postponement of any adoption of IMO’s proposed Net-Zero Framework – and other pressing issues of business strategy.

Q) Please describe the scope of

regulatory requirements and integrating

decarbonisation incentive scheme under

KPMG’s maritime consulting services

sustainability considerations into

the IMO; one that reinvests funds in

in Cyprus and elsewhere. How big

governance, reporting, and financial

research, technology, and sustainable

a part is played by advising on

decision-making.

shipping infrastructure. This more

decarbonisation strategies?

Overall, while decarbonisation is not

pragmatic approach, which I share,

the sole focus, it now runs through most

recognises that genuine environmental

cover a broad range of financial, regulatory,

client discussions influencing decisions

progress requires both fairness and

and strategic support to shipowning and

on investment, compliance, and long-

technological readiness.

shipmanagement companies in Cyprus

term competitiveness.

A) KPMG’s maritime consulting services

From KPMG’s perspective, the postponement does not reduce the

and internationally. We help clients manage compliance, optimise performance,

Q) How important a factor do you

strategic importance of the transition. It

and adapt to evolving regulatory and

see IMO’s adoption of a net-zero

simply adds uncertainty to its pace and

sustainability expectations.

plan in influencing shipowner and

implementation. Our focus is on helping

In Cyprus, KPMG supports

shipmanager cstrategy? Does the

clients strengthen their governance,

shipowners and managers across

recent delay change the advice you

reporting, and financing readiness for the

audit and assurance, tax, corporate

are giving clients in any way?

transition, ensuring they can demonstrate

The IMO’s proposed Net-Zero

structuring, risk management, and

compliance, transparency, and credibility

governance. Increasingly, we also advise

Framework (NZF) represented a

as the regulatory framework evolves into

on cyber resilience, ESG integration,

potentially defining shift in global

a more balanced, global form.

and sustainability reporting, areas

shipping, moving beyond efficiency

now central to both compliance and

measures such as EEXI and CII toward

Q) There seems to have been some

stakeholder confidence.

full decarbonisation by or around 2050.

cooling or backtracking of the

However, the recent decision to

commitment to ‘net zero’ among

maritime work spans financial

postpone its adoption reflects the

certain countries, notably the USA

and operational advisory, digital

difficulty of achieving consensus in a sector

under President Trump. How serious

transformation, and support for clients

that is global by nature and highly diverse

a ‘brake’ on the momentum of

navigating new regulatory, environmental,

in scale and capability. Many, including

decarbonisation do you see this as

and reporting frameworks.

the Cyprus Union of Shipowners, have

posing, if at all?

Across KPMG’s global network,

Political shifts can influence the

Within this broader offering,

cautioned that the proposal in its current

decarbonisation is a growing area of

form risks imposing unfair and ineffective

pace of decarbonisation, and the

attention, although much of the industry

multi-billion-euro taxation schemes,

IMO’s recent postponement shows

is still developing the frameworks,

without clear processes for how the

how divergent national interests can

data, and systems needed to support

proceeds would be used.

slow collective progress. Even if some

long-term transition. KPMG primarily

Cyprus, as a major maritime

assists clients in understanding new

nation, has instead called for a global

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Issue 117 September/October 2025

governments, notably the United States under President Trump or any future

Business Strategy

Sylvia A. Loizides administration, take a less supportive

pressures reshaping the industry’s

Q) Do you have any other points

stance on ‘net zero’, the underlying

economics and governance.

that you would like to share with the

direction of travel remains unchanged.

At the same time, the concerns

Regulatory complexity is a major concern. Companies must manage

readers of SMI? Shipping has already entered

expressed by industry leaders

overlapping environmental, sanctions,

a decisive decade. Regulatory,

highlight valid economic and structural

ESG, and cybersecurity rules.

technological, and financial shifts

issues. Many argue that the current

Coordinating compliance across global

are reshaping how vessels are built,

version of the NZF could place

operations requires stronger governance

financed, and operated, but they also

disproportionate burdens on small and

and better data systems.

create space for genuine innovation

mid-sized companies, the backbone

Financing and capital access are

and renewal.

For many companies, the

of European shipping, while raising

also critical. Traditional shipping

costs for consumers without materially

finance has tightened, while

challenge lies in managing

reducing emissions. The challenge, as

sustainability-linked and alternative

uncertainty rather than resisting

they rightly emphasise, is to ensure a

finance models are still evolving.

change: regulatory timelines are

green transition that is fair, effective,

Clients are seeking to align investment

fluid, fuel pathways remain unsettled,

and inclusive, safeguarding both

strategies with lenders’ green criteria

and access to capital depends

competitiveness and energy security.

without undermining flexibility.

increasingly on sustainability

This perspective does not reject

Digitalisation and cyber risk

credentials. Despite this, the sector’s

decarbonisation. It calls for realistic,

form another key theme. Increased

resilience and adaptability continue

science-based solutions that build

connectivity and data use bring

to stand out. Shipping has always

genuine consensus within the IMO and

efficiency gains but also new

evolved: from safety reforms to

include all major maritime nations. The

vulnerabilities, particularly for

digitalisation, and it will do so again

goal should be a framework that achieves

shipmanagement companies responsible

as the decarbonisation agenda

real emissions reductions without

for large, dispersed fleets.

continues to evolve.

destabilising economies or trade flows.

Finally, workforce challenges are

What is clear, however, is that the

So, while policy direction

becoming acute. The industry faces an

responsibility for progress cannot rest

and regulatory timing may

ageing shore-based workforce, evolving

solely with shipowners. Shipyards,

fluctuate, the long-term transition

crewing dynamics, and a growing

equipment manufacturers, and fuel

remains intact. Market forces,

scarcity of qualified marine engineers

suppliers must also innovate more

technological progress, and

and technical professionals. At the same

decisively, providing commercially

investor expectations continue

time, new competencies are needed to

viable solutions that make the transition

to drive shipping toward lower

support digitalisation, alternative fuels,

technically and economically achievable.

emissions, ideally through a global,

and advanced vessel systems. Retaining

Only through this collective effort can

coordinated mechanism rather than

and reskilling people is becoming as vital

regulatory ambition translate into real-

fragmented regional regimes.

as hardware investment.

world progress.

Q) Please outline any other issues

illustrate an industry in transformation,

industry’s ability to align policy,

that KPMG’s maritime clients see as

moving from a traditionally asset-

technology, and finance in practical

particularly pressing and why?

driven model to one defined by

ways. Progress will depend as much on

governance, technology, and

collaboration and informed investment

sustainability readiness.

as on regulation itself. l

Taken together, these issues

Beyond decarbonisation, maritime clients face several interlinked

The years ahead will test the

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Analysis Robust drybulk fleet numbers could affect charter market

By Ian Cochran

T

he drybulk market enjoyed the fair summer weather by mid-August, despite some softening of vessel benchmark levels from the late July peaks.

By the middle of August, gearless Baltic benchmarks

had softened, while geared segments had attained high levels, independent shipping market research company, MSI said.

After hitting $31,700 per day in late July, Capesize rates averaged around $27,000 per day a few weeks later.

Demand for Panamaxes fell slightly from the East Coast of South America (ECSA), as the soybean trade

This trend

passed its seasonal peak. However, pockets of support

also supported

emerged in the Pacific basin, for example, a rise in coal

predictions of stronger coal

imports in Japan, South Korea, and Taiwan, driven by

consumption in the second half of

increased electricity demand for air conditioning during

this year, rebounding from a particularly

the heatwaves.

weak first half.

Strong prospects for the forthcoming ECSA corn (maize) harvest were predicted to support the grain trades in the coming months, helping to offset some of the weakness from softer soybean trades between the US and China.

This should further support demand, particularly in the geared bulker segments.

In summary, MSI predicted that trade volumes in the second half of this year will be stronger than in the first six months, providing support to drybulk earnings across the vessel types.

However, a warning was given that despite firmer demand in the second half of this year, the cumulative impact of robust net fleet growth was expected to weigh on the market heading into the late fourth quarter and early first quarter of next year, as oversupply pressures courtesy Banchero Costa

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build and start to undermine earnings.

Issue 117 September/October 2025

Analysis

courtesy Banchero Costa

PHOTO: U-Ming Marine Transport Corporation China’s economic growth was forecast to slow starting in the second half of 2035, while front-loading ahead of the tariffs commencement led to comparatively stronger growth in the first half.

Ship demand is forecast to grow by only 1% in 2025 and by 1%-2% in 2026. This demand picture was expected to be driven by an increase in average sailing distances, supported by stronger iron ore and bauxite shipments from the South Atlantic to Asia.

Cargo demand growth appeared soft, despite stronger minor bulk shipments, as coal and iron ore shipments were predicted to fall until the end of 2026.

As for ship supply, this was estimated to grow by 1.9% in 2025 and by 2.6% in 2026, driven by increased Panamax and Supramax deliveries.

RECYCLING INCREASE Ship recycling was expected to gradually increase but should be limited to older, less competitive vessels. In addition, sailing speeds were also expected to decline, Elsewhere, Filipe Gouveia, BIMCO’s Shipping Analysis

causing supply to grow slower than the fleet.

Manager, speaking at the end of July, said: “We estimate

“Weaker market conditions have already taken a toll

the drybulk supply/demand balance will weaken in both

on freight rates and asset prices. The Baltic Dry Index (BDI)

2025 and 2026, compared to 2024.

has fallen by an average of 28.2% so far this year (end of

“Demand growth is expected to slow, impacted by a weaker economic outlook for China and the world and a shift in US trade policy,” he said.

The tariff rises and the start of trade negotiations by the US introduced additional uncertainty and directly impacted 4% of global drybulk tonne/mile demand during the first half of this year.

July), with rates softening across all segments.

“More recently, in July, freight rates firmed up for the Capesize and Panamax segments, supported by stronger iron ore cargoes out of Brazil and a pick-up in coal shipments to East Asia,” the BIMCO analyst added.

“The Capesize segment is expected to outperform the smaller segments in the drybulk fleet during 2025 and Issue 117 September/October 2025

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Analysis

courtesy Banchero Costa

2026. It will likely benefit from China’s growing demand for bauxite and the 2025 expansion of iron ore mining projects in the South Atlantic.

“Furthermore, its (Capesize) fleet is expected to only grow 3.9% between 2024 and 2026, the slowest of all segments,” Gouveia concluded.

At the end of July, Forward Freight Agreements

In the first eight months of this year, at least 299

(FFA) indicated that the market expected Panamax and

bulkers (21.48 mill dwt) were reportedly delivered, some

Supramax freight rates to soften during the rest of 2025,

9.2% lower year-on-year in deadweight tonnage terms

compared to end of July levels and further weaken in

than recorded in 2024.

2026. Both segments are expecting a rise in ship deliveries amid a poor demand outlook for coal.

In Banchero Costa’s September drybulk outlook, the

These included - 25 Capesizes (5.07 mill dwt), one PostPanamax (0.1 mill dwt), 56 Panamaxes (4.59 mill dwt), 129 Supramaxes (8.21 mill dwt) and 88 Handies (3.51 mill dwt).

Genoa-based brokerage and researcher said that this year,

As for recycling, Banchero Costa forecast that about

about 417 vessels (of 30.36 mill dwt) were scheduled to be

58 units (totalling 4.15 mill dwt) will be scrapped this year,

delivered, after accounting for slippage and cancellations.

based on the age profile and recent demolition trends.

The orderbook remained moderate for 2025/2027, especially after slippage is taken into account.

In the January to August period, at least 42 units (at a combined 2.89 mill dwt) were reported scrapped, some 32.6% y-o-y more than 2024 in deadweight tonnage terms.

These included - one VLOC (0.27 mill dwt), four Capesizes (0.67 mill dwt), two Post-Panamaxes (0.2 mill dwt), 14 Panamaxes (1.01 mill dwt), six Supramaxes (0.29 mill dwt) and 15 Handies (0.46 mill dwt).

Also of note is the bulk carrier segment’s growing adoption of wind assisted propulsion systems aboard both newbuildings and existing vessels - such as U-Ming’s VLOC ‘Grand Pioneer’, expected to achieve an average 10-12% annual fuel and emissions reductions on her Brazil-China deployment after being fitted with four 35-metre Anemoi Rotor Sails (pictured). l

courtesy Banchero Costa Issue 117 September/October 2025

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Clean Oceans Our Obligation: Ballast water management

By Tommi Vihavainen, Director, Development and Product Owner - Logbook, NAPA The theme of this year’s World Maritime Day in late September – ‘Our Ocean, Our Obligation, Our Opportunity’ – shone a light on the essential role the oceans play in sustaining life, livelihoods, and the global economy. It underlined the deep connection between shipping and UN Sustainable Development Goals, particularly goal 14: Life Below Water, which focuses on the conservation and sustainable use of marine resources.

T

o protect the countless marine species that

letters for electronic systems, and unreported BWM system

call the ocean home, effective ballast water

malfunctions. With these gaps recognized, the financial and

management (BWM) is vital. From the Asian

reputational risks of non-compliance for shipowners have grown.

shore crab to the round goby, invasive aquatic species transported in ships’ ballast water can destroy the intricate balance of entire marine ecosystems. That is why, this year, Port State Control (PSC) are thoroughly checking BWM convention compliance.

The PSC is running its annual Concentrated Inspection Campaign (CIC) on BWM from September 1-November 30, 2025. And for port states under the Paris and Tokyo Memoranda of Understanding (MoU), inspectors will target ballast water record-keeping, system performance, and documentation consistency. If ships are non-compliant, they could be fined, delayed or even detained.

Ballast water record-keeping has emerged as one of the most significant areas of concern. According to data reported by the Paris MoU, 58% of BWM compliance deficiencies are directly linked to poor record-keeping or administrative errors.

DNV’s 2024 internal figures support this, with it repeatedly identifying record book mismatches, missing flag state approval

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Issue 117 September/October 2025

Clean Oceans PHOTO: IMO In this compliance landscape, old-fashioned paper-based or siloed digital record-keeping is no longer fit for purpose. Even when electronic systems are in place, compliance

High Seas Treaty enters into force

failures still occur if these technologies aren’t aligned with current standards, connected to onboard data sources, or recognized by flag authorities.

The CIC will also check the readiness of seafarers, so it’s vital they have the right tools and understand all the required BWM processes. PSC officers

challenging water quality (CWQ)

A

set out in the vessel’s Ballast Water

Convention on the Law of the Sea on the Conservation and Sustainable Use of Marine

Management Plan to meeting the

Biological Diversity of Areas beyond National Jurisdiction (BBNJ agreement), was

updated reporting criteria.

adopted by UN Member States in June 2023 after nearly two decades of negotiations.

will expect crews to demonstrate that they can run the BWMS as intended, from implementing procedures for

This comes at a time when seafarers’ workload is already increasing. A recent survey by the International Seafarers

landmark UN treaty to safeguard marine biodiversity on the high seas met the required 60 ratifications for entry into force this September, clearing the way for it to take effect in January 2026.

The treaty, formally known as the Agreement under the United Nations

The pact – commonly referred to as the ‘High Seas Treaty’ – covers two-thirds of the world’s ocean area that lies beyond national boundaries.

It establishes legally binding rules to conserve and sustainably use marine

Welfare and Assistance Network

biodiversity, share benefits from marine genetic resources more fairly, create protected

(ISWAN) revealed that 54% of seafarers

areas, and strengthen scientific cooperation and capacity building.

reported an increase in their workloads,

IMO took an active part in the negotiations during the sessions of the BBNJ

44% said they are feeling higher

Conference, to ensure that IMO will play an important role in the implementation of

levels of stress and 33% fear potential

the BBNJ Agreement and that the new instrument will not negatively impact IMO’s

criminalization due to complex reporting

existing mandate and framework.

requirements.

The 2025 inspection is an important

IMO points out that many of its measures actively contribute to the conservation of marine biological diversity in areas beyond national jurisdiction, including the

reminder that BWM compliance

International Convention for the Prevention of Pollution from Ships (MARPOL). The

is underpinned by a culture of

BBNJ Agreement and the IMO’s 2025 World Maritime Day theme – ‘Our Ocean: Our

preparedness. Shipowners who adopt

Obligation – Our Opportunity’ - are deeply interlinked and they correlate in both spirit

digital compliance tools for their crews

and substance.

can improve reporting efficiency, reduce

Progress on the Treaty has accelerated in recent months, with dozens of countries

risk, and enable people to focus on what

announcing their intent to ratify during the 2025 UN Ocean Conference in June. Four

truly matters: maintaining safe, efficient,

new ratifications took place last week ahead of the 80th session of the United Nations

and sustainable vessels.

Global Assembly. The treaty’s entry into force will trigger preparations for its first

This World Maritime Day, this PSC CIC inspection period, and beyond into the future – effective ballast water

Conference of the Parties (COP1), where governments will define how protections will be implemented and monitored.

These provisions are vital to achieving climate and biodiversity global goals,

management matters. It matters

including the Kunming-Montreal Global Biodiversity Framework (GBF) 30×30 target to

that we protect life below water and

protect 30% of the planet’s land and ocean by 2030.

halt the spread of invasive aquatic

“This is the culmination of decades of work by governments, scientists, Indigenous

species. It matters that shipowners

communities, and civil society,” said Matt Collis, Senior Director of Policy at non-

minimise their risk to non-compliance

profit environmental and animal welfare body IFAW, which has long advocated for

penalties. It matters that seafarers are

strong, equitable protections under the treaty. “We now need that same ambition and

supported with their growing reporting

urgency to ensure this framework delivers meaningful conservation outcomes.”

responsibilities. l

IFAW urges all remaining signatories to swiftly complete their ratification processes and calls on ratifying countries to take bold, science-based action at COP1 to protect ocean ecosystems under threat.

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establish marine protected areas on the high seas, close governance gaps, and build resilience in the face of the climate crisis,” added Collis. l

Navigation Q&A with Espen Martinsen, Chief Commercial Officer at StormGeo

Q) What are the biggest operational and commercial

safety, vessel performance, fuel strategy, timing, port

challenges that shipping companies face today in terms

operations, and the onboard planning of the voyage all the

of voyage planning and execution?

way up to the voyage is sent into ECDIS. Voyages are complex, and a route that appears

Data fragmentation and quality issues continue to be significant challenges in the shipping industry. We often

efficient on paper may, in fact, be vulnerable to severe

see shipping companies struggle with siloed information

weather or result in higher emissions. On the one hand,

from multiple providers and a lack of integration between

this means that onboard and onshore teams require a

digital systems, making it difficult to gain a comprehensive

substantial amount of data and analytics – presented

view of the entire operational picture.

clearly and concisely – to gain a comprehensive

StormGeo helps solve this challenge by consolidating

understanding of what constitutes a safe, sustainable,

all relevant data in one place and increasing data

and profitable voyage. On the other hand, it means that

transparency between stakeholders. Our Voyage

they benefit from dialogue with human experts with

Intelligence solution consolidates all voyage-related data

deep maritime knowledge who can help make sense of

into a single, unified, and real-time view.

complexity and ensure safe, efficient, and commercially

Furthermore, unpredictable and extreme weather continues to pose a challenge at sea, creating operational,

sound decisions at sea. This is what we deliver with Voyage Intelligence.

routing, and commercial risks during voyages, such as delays, vessel and cargo damage, or crew safety.

Ultimately, voyage optimisation and weather routing only work if the captain and his crew trust the data and

Q) How does Voyage Intelligence help solve the issue of fragmentation in maritime data, and why is this important?

Fragmentation in maritime data presents a significant

guidance they receive. Especially in an era where AI and automation are increasingly embedded in operational

obstacle to industry-wide digitalisation. Data flows from

workflows, trust and reliability in data, analytics, and

various systems, such as vessels, onshore and onboard

routing advice become crucial. For us, human and artificial

teams, and third-party sources, and often end up in

intelligence must work closely together whenever we

silos, making it difficult to obtain a comprehensive

provide voyage optimization and routing advice for our

operational overview.

Voyage Intelligence addresses this challenge by

customers at sea.

connecting and contextualising different datasets for Q) How does StormGeo’s Voyage Intelligence differ

our customers. We integrate data from third-party

from traditional voyage planning or routing?

providers and combine it with our own data – weather

Where traditional routing primarily focuses on finding

forecasts, ocean data, vessel models, and more –

the most efficient and safe route, Voyage Intelligence

allowing our customers to share these connected

considers the entire voyage lifecycle and integrates

datasets with other platforms or stakeholders, such as

multiple factors, including environmental obligations,

emission verifiers.

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Issue 117 September/October 2025

Navigation

Our goal is to help our customers gain clarity in

it. Voyage Intelligence combines AI-driven analysis with

complex datasets and use these actionable insights to

human expertise, ensuring that data, analytics, insights –

make well-informed decisions before, during, and after

and ultimately optimization and routing advice – can be

their voyages.

trusted and relied on.

Q) What are some of the measurable benefits of Voyage

Q) Where else do you see the biggest opportunities for

Intelligence for shipping companies?

Voyage Intelligence in the next five years?

Generative and agentic AI will only continue to expand

The most important outcome is delivering your vessel and cargo safely and on schedule to the port. Time and

and offer new opportunities for Voyage Intelligence,

fuel optimisation are valuable added benefits once this

allowing us to combine an increasing number of data

goal is secured.

sources to offer hyper-personalized and tailor-fit services for our customers. I believe this will mark our shift from

In terms of benefits and optimisation gains, Voyage

offering customer advice to co-creating solutions, with

Intelligence can deliver, for example:

software increasingly designed to meet each client’s •

unique requirements

Up to 5% of fuel savings through more precise speed

With the increase in high-frequency sensor data from

adjustments compared to traditional weather routing, which typically saves around 1-3%.

vessels, we will not only be able to shift from manual

•

Performance insights that identify underperforming

to automated reporting from onboard systems but also

vessels and help operators apply best practices across the

substantially improve decision-making. For example,

fleet.

by combining AI with sensor data, we can move from

•

retrospective vessel performance advice to real-time

Improved regulatory readiness by combining

decision support for our customers.

environmental compliance with voyage planning and

There is also huge potential for efficiency gains in

execution.

•

the industry through stronger collaboration and shared

Fuel quality assurance that allows customers to verify

purchased fuel quality and reclaim costs if it is below

benefit models. For example, virtual arrival is emerging as

specifications.

a promising port optimisation technique, where a vessel reduces its speed and adjusts its arrival time to match port

Q) How does Voyage Intelligence support the

berth availability – helping to reduce fuel consumption and

shipping industry’s push toward decarbonisation and

cut carbon emissions. Technically speaking, this is possible

digitalisation?

today, but it demands transparency across a broader data

Voyage Intelligence enables immediate and measurable

value chain, not just ship operators.

emissions reductions without significant investments.

The industry may not be quite there yet, but I believe

While there are many great and important initiatives

it will move towards a more integrated, data-driven, and

underway to decarbonize the shipping industry, including

collaborative ecosystem – and we believe StormGeo’s

wind-assisted propulsion and the development of

Voyage Intelligence will be a key enabler of that

alternative fuel types, these initiatives are typically very

transformation. l

investment-heavy and still in their early stages.

StormGeo leverages advanced technology that is available today to optimize vessel performance and voyages, delivering actual CO2 reductions that align with decarbonisation targets. For example, in 2024, we helped our customers collectively save a total of 1.8 million MT of CO2 through our routing services.

Regarding digitalisation, we are seeing shipping operations become increasingly data-driven and automated. Voyage Intelligence plays an important role in this transformation, not only by connecting siloed information, but by ensuring that the insights operators act on are reliable.

As the industry becomes increasingly digital, the main challenge will no longer be to connect data but to trust

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Alternative Viewpoint Seafaring on the brink of change?

S

By Dr Martin Stopford, leading maritime analyst and economist

eafaring is an ancient profession. Sumerian records

like cars, there will be far less need to ‘look under the

tell us that in Babylon, the cradle of sea transport,

bonnet’ and ‘do roadside repairs’. Cargo ships may still

ships were big business. Just like today they

need 1.3 million seafarers, but on the 2030s generation

carried bulk cargoes of grain, cedarwood and stone. Their

of ships their skillset will need to change – just as it

sailors were freemen (i.e. not slaves), and the captain

did when steamships arrived. Although innovations

was boss. Some aspects of shipping never change, and

like paperwork may be routine, rolling out agile digital

modern captains transported back to Babylon would find

systems, with secure governance on ships at sea will

themselves drinking date beer, their favourite tipple, and

be very challenging. And building ‘teams’ that straddle

discussing the problem of finding crew!

both sea- and land-based personnel may become key

Seafaring may have survived four millennia, but can it

because once people get to know each other, they can

survive generative AI? The quick answer is “absolutely”.

work together better – a lesson from lockdown was that

Ship automation has been developing for decades, with

people who knew each other could work from home,

mixed results. It triggered one of the world’s most serious

but not new recruits. But this is a long way from how

oil spills when the Torrey Canyon hurled itself into the

things work today.

A final reason to think about change is the way crewing

Seven Stones reef on autopilot; and the Bright Field Panamax upset New Orleans shoppers by veering into

has evolved over the last 40 years. Prior to the 1970s the

their riverside walk when an automatic alarm system failed.

big liner companies worked closely with their on-board

But change could be on the agenda, as happened when

staff. In the early 20th century there was a degree of trust

steamers replaced sail, and shortening canvas in a storm

and often company pride across the business – ask anyone

was no longer a useful skill.

who worked on a Blue Funnel ship. And tramp operators

Some sort of change is inevitable because fewer

were very different too. For example, the Greeks, crewed

people will want to work on cargo ships in future. But the

their ships with locals from their island. But this closed

‘great leap forward’ in technology is opening doors for

system has been swept away, especially once the trend

shipping companies with a new mission - to manage cargo

of ‘flagging out’ emerged from 1960 onwards. Nearly

transport as a logistics factory with comfortable premises,

everybody was doing it, and the gulf between ship and

rather than as a portfolio of separate ships.

shore widened.

The technology to do this is gradually, falling into

For seafaring to have a future, it needs escape from

place. New ships are bristling with telematics devices,

the past. After 50 years of flagging out, it is time to think

which pump out information. But, in itself, this information

about something completely different – maybe homely

has no intrinsic value. To add value it must be collected,

ships, crewed by teams of professionals working together,

processed, distributed and applied to improve transport

with offices at sea as well as on shore and a few family or

performance. People, whether at sea or on shore, will be

colleagues along for the ride as well.

So when you enjoy a drink this evening, why not try a

needed at every stage.

Most shipping companies have far more people at sea than on land. As marine technology improves, just

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date beer, and think about ways to get seafaring ‘back to the future’! l

Issue 117 115 September/October May/June 2025 2025

Technical

Ammonia as a marine fuel to bring benefits and challenges

By David Tinsley

Green ammonia molecular structure with central nitrogen

As pressure builds on the shipping industry to decarbonise, ammonia is emerging as a viable long-term fuelling option. Bolstered by significant progress in engine technology and product offering, with the particular challenges presented by the fuel being worked through, project uptake is growing. Regulations and bunkering infrastructure, though, are still evolving.

A

s a compound of nitrogen

This creates the basis for potentially

turn out cleaner or ‘green’ ammonia is

and hydrogen, ammonia

zero-carbon and low environmental

contains no carbon and

impact propulsion if the additional small

Ammonia is liquid at ambient

quantity of pilot fuel is also carbon-free.

conditions, resulting in lower storage

However, only ‘green’ ammonia can

volumes than other alternative marine

therefore does not emit any CO2 when used in an internal combustion

expected to ramp-up quickly.

engine. It is also virtually free of

render a zero-carbon outcome from a

fuels, and its volumetric energy density

sulphur oxide (SOx) and particulate

lifecycle perspective, since the huge

is broadly similar to methanol and

matter (PM) emissions, contributing

volume of ammonia produced worldwide

higher than hydrogen. Nonetheless,

to cleaner air quality. The NOx

today for fertilisers and chemicals is

in relation to heavy fuel oil (HFO), it

produced can be handled with an

mainly derived through natural gas

weighs twice as much and requires

abatement solution if not achievable

reformation, without any carbon capture.

three times more space to contain the

through engine tuning alone.

But investment in plants equipped to

same amount of energy.

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Technical

A trio of ammonia dual-fuel powered Newcastlemax bulkers is on order in China to joint Belgian/Japanese account

Furthermore, its toxicity has to be

as a cargo and as a shipboard

personnel to handle alternative fuels

addressed when developing a safe

refrigerant, but its emergence as a

safely and confidently.

and class-compliant ship design.

fuel presents a different order of risk,

In 2022, the NI and its partners

demanding a new safety pathway. To

agreed that there was a clear need

air due to its flammable range and

help mitigate this risk, and achieve an

for a ‘green curriculum’ setting out

rapid diffusion, ammonia presents

effective and just energy transition,

what seafarers need to know and

significant ignition risk in confined

the seafarers involved must be central

what skills they would be required

spaces, especially in the presence of

to the solution.

to develop to operate safely with

While less likely to ignite in open

oil and other combustibles. Due to

alternative fuels, namely ammonia,

its toxicity, ammonia poses serious

gas (GHG) emission fuels such

methanol and hydrogen. November

health risks at low concentrations

as ammonia, and also methanol

2024 saw the release of the Training

and can be fatal at higher, but

and hydrogen, present unique

Standard for Handling Alternative

still relatively modest, levels if not

challenges and hazards to crew

Fuels, offering a common standard

properly handled. Because of its

health and safety, requiring

and guide for seafarer training and

pungent smell, ammonia can be

specialised knowledge and safety

professional development.

detected well below 25ppm, giving

measures to be adequately and

an early warning signal.

effectively implemented. However,

to promote awareness and

This has been designed

the STCW Convention currently

understanding of the properties and

challenges for the industry,

does not yet encompass relevant

characteristics of the specific fuel,

necessitating a complete new set

guidelines or competency levels.

fuel system equipment, shutdown

of skills, safety procedures and

In fact, it is widely viewed that

procedures, fuel handling protocols,

standards, addressing all stages of

the slow pace of regulatory

emergency response and health and

handling and usage. Furthermore,

development and uncertainties

safety issues.

the corrosive effects of ammonia in

as to alternative fuel options and

The NI advocates that maritime

contact with certain metals calls for

decarbonisation trajectories have

education and technology institutes

extra prudence in materials selection

hitherto inhibited investment in

should aim to provide ‘live’

as concerns storage and handling

seafarer training.

demonstrations of fuel loading and

The toxicity hazard poses

equipment, and also infers additional engine maintenance.

The shipping industry has long and deep experience with ammonia

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Zero and near-zero greenhouse

Ship Management International

The Nautical Institute (NI)

handling procedures, to enhance the

has taken a lead by drawing up

learning experience and add a hands-

a voluntary standard offering

on element. This may be facilitated

guidance on the training of seagoing

through practical instruction

Issue 117 September/October 2025

Technical

with equipment such as simulators,

teamed with the Maersk Mc-Kinney

operation, safety barrier management

augmented and virtual reality (AR/VR)

Møller Center for Zero Carbon Shipping

and emergency response. The society’s

and/or video tools.

to draw up a set of reports under the

recommended practice (RP) document

A collaborative project has been

‘Ammonia as Fuel—Competencies

Competence related to the use of

launched under UN auspices to prepare

and Training’ project, which outline a

ammonia as fuel enables assessment

seafarers for zero or near-zero emission

roadmap to ready seafarers for ship

and verification of individuals’

ships. Overseen by IMO and the

operations with the fuel.

knowledge and skills for safely operating and maintaining systems

Maritime Just Transition Task Force in

The February 2025 meeting in

partnership with the World Maritime

London of the IMO’s subcommittee

University and other organisations

on Human Element, Training and

including Lloyds Register and the

Watchkeeping (HTW 11) agreed on draft

safety focus areas include preventing

International Chamber of Shipping (ICS),

interim generic guidelines for training

and detecting leaks, particularly near

the scheme is entitled ‘Training Seafarers

seafarers working on ships powered by

accommodation areas, implementing

for a Decarbonised Future’.

alternative fuels and new technologies,

ventilation and toxic release mitigation

and equipment.

From a ship design perspective,

and decided to set in train the

strategies, designing safe bunkering

development of a baseline training

development of guidelines for each fuel

systems and containment, and providing

framework to equip mariners with the

(including ammonia) or technology. The

personnel protection.

skills to safely use ammonia, methanol

generic guidelines were subsequently

and hydrogen, to be made available

approved by the Maritime Safety

from the chemical industry, where

to maritime academic and training

Committee in June this year (MSC 110),

safety precautions, material

institutions in all IMO member states.

and the work on fuel-specific principles

compatibility and equipment type

Ammonia’s toxicity was highlighted

is continuing under a Correspondence

are meticulously addressed.

as a major challenge, necessitating

Group until HTW 12 in 2026.

The first milestone was the

Meanwhile, DNV considers that

comprehensive training in emergency

Overall, much can be learnt

An early investment in ammonia dual-fuel two-stroke propulsion entailed

response procedures and determination

safety training in the handling of

two 46,000dwt LPG carriers ordered by

of personal protective equipment (PPE)

ammonia should be developed in

Exmar LPG from HD Hyundai Mipo in

standards and process safety measures.

consultation with the ship’s flag

2023 for delivery in 2026. The engines

administration, and that courses

have been supplied by Winterthur Gas &

should cover fuel properties, normal

Diesel (WinGD) through a licensee, and

Through its Maritime Decarbonisation Hub, LR has also

Render of ammonia-fuelled boxship ‘Yara Eyde’, to operate between Norway and Germany

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Technical

the fuel supply system emanated from

largest bunkering hub. The partners

certified by RINA’s ammonia-ready class

Wartsila Gas Solutions.

are intent on proving the technology

notation. The vessel is also equipped

and safety case for offshore transfer

for shore power supply when berthed,

of ‘green’ ammonia for use as a marine

of ammonia fuel, a move that will have

affording a potential ‘green’ alternative

fuel, certain shipowners have taken

a key bearing on future uptake of the

to the use of conventional fuels when

steps to ensure a supply. In particular,

potential zero-emission option.

alongside in port.

Due to the limited availability as yet

The commitment by CMB TECH and

Hoegh Autoliners has entered into an

Grande Tianjin is the first of a

offtake agreement with Norwegian

MOL to ammonia power gained further

class of seven ordered from Shanghai

start-up North Ammonia so as to

dimension by way of a chemtanker

Waigaoqiao Shipbuilding (SWS), having

secure a steady source of the fuel for

series to be delivered by China

made her service debut in August this

its emergent series of MAN-powered,

Merchants Jinling Shipyard (Yangzhou)

year with a Chinese export cargo for

Aurora-class multi-fuel PCTC newbuilds.

over the course of 2028 and 2029. Six

northern Europe. A further nine PCTC

Mitsui OSK Lines (MOL) and the

newbuilds, comprising two ammonia-

newbuilds drafted to an ammonia-ready

CMB TECH of Antwerp are to the fore

fitted and four ammonia-ready vessels,

technical specification are in hand at

among proponents of ammonia fuel

have been contracted by the Belgian

Chinese yards for Grimaldi, making

for deep-sea shipping through joint

group for charter to MOL Chemical

for an overall 16-ship programme

investment in three Newcastlemax

Tankers of Singapore for on 10- and

scheduled to be completed before the

bulk carriers ordered from Qingdao

seven-year terms respectively.

end of 2027.

While the surge in the specification

Beihai Shipbuilding. The dual-fuel,

CMB TECH earlier endorsed

210,000dwt newbuilds are slated for

ammonia by nominating the capability

of methanol power by the commercial

delivery in 2026-2027 and will be the

for the fuel in the main engine of a

shipping sector acknowledges its

first of their type and scale embracing

1,400TEU short-sea boxship contracted

perceived effectiveness and viability

an ammonia capability. This will be

at Qingdao Yangfan Shipbuilding. The

as an intermediate solution for cutting

imbued by a variant of WinGD’s

vessel will be deployed on regular

GHG emissions, ammonia is seen as a

X92B two-stroke engine, fed from

service between Norway and Germany

long-term expedient, and its advance

dedicated ammonia fuel tanks each

from mid-2026 under charter to a joint

and adoption is not at the same level as

side of the superstructure.

venture of North Sea Container Line and

methanol. By early 2025, approximately

Yara Clean Ammonia. Yara will supply

50 vessels had been ordered with

the ammonia bunkers.

ammonia-capable machinery.

Australian mining company Fortescue Metals has signed a charter

With ammonia now shifting from

agreement on one of the newbuilds to

Among the industry’s leading

ship iron ore from Western Australia

practitioners of the ro-ro mode and

technological readiness towards

to China.

most consistent investors in fleet

initial scale and proof of concept

renewal and development, the Grimaldi

at sea, the developmental pace as

development agreement with trading

organisation’s incoming generation of

concerns validation, regulation and

house Itochu Corporation relating

pure car/truck carriers (PCTCs) gives

low-carbon ammonia bunkering

to ship-to-ship ammonia bunkering

expression to the group’s disposition

infrastructure has to accelerate if it

operations.

MOL has subsequently signed a joint

towards future use of ammonia fuel.

is to make a significant contribution

The medium for this will be the

Ranking at the top end of the

to shipping’s environmental goals.

5,000m3 -capacity ammonia bunker

capacity range through a load intake of

At the same time, crew upskilling is

tanker contract by Itochu at Sasaki

9,241CEU, the Grande Tianjin also has

fundamental to the ultimate working

Shipbuilding in Japan, and expected

special technical significance through

effectiveness, efficiency and safety

to be commissioned during the 2027

design and engineering provision for

of ammonia-related shipboard and

second-half in Singapore, the world’s

conversion to operate on ammonia,

newbuild projects. l

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Alternative Fuels Biomethane: the next practical step Shipping’s alternative fuels transition will not happen in one big bang, but rather incremental improvements will see ship operators and fuel suppliers take steps towards longer compliance, lower emissions, wider availability, and lower costs, writes Caspar Gooren, Commercial Director of Renewable Fuels at Titan Clean Fuels.

F

rom a compliance standpoint,

and agricultural waste. This means

Mass balancing is expected to

the IMO Net-Zero Framework

it can capture methane that would

feature on many fuel pathways and

is the talk of the town, but the

otherwise be vented into the

offers a practical way of delivering

reality is that many key elements

atmosphere, resulting in a fuel that

clean fuels at scale. Mass balanced

remain to be decided. Important

is not just potentially net zero in

LBM is injected into the gas network

discussions on default fuel emissions

GHG emissions, but also potentially

and transported to liquefaction

factors will be held at the MEPC/

‘net negative’. By assisting with the

plants and LNG terminals using

ES.2 meetings in October.

reprocessing of waste materials, LBM

existing infrastructure. Titan and

can also support the circular economy

other industry leaders have recently

regulatory perspective is that LBM

and help with yet another global

called on the Dutch government

offers overcompliance with FuelEU

concern: waste management.

to ensure mass balancing and

What we can already see from a

Maritime – presenting commercial

All LNG also eliminates up to 95%

European biogas are recognised in its latest regulations.

benefits via banking, borrowing and

of Nitrogen Oxide (NOx), virtually all

pooling mechanisms. Banking allows

sulphur oxide (SOx) and particulate

companies to carry surplus compliance

matter emissions – improving air

growing asset base to bunker LNG,

over to the next year. Borrowing allows

quality and health for people near

LBM and e-methane in the future. LBM

them to use next year’s surplus early

maritime infrastructure.

can be dropped into existing LNG

with interest. Pooling allows operators

Titan and its customers can

Importantly, there is a huge and

bunkering infrastructure and vessels.

to combine ships’ balances so the pool

achieve these tangible greenhouse gas

The total number of LNG-powered

results offset individual deficits.

emissions reductions because LBM is

vessels in operation by the end of

increasingly available today. In Q2 2025,

2028 is expected to be 1,154. Soft

European Car Carriers (UECC), have

LBM bunker volumes in the Port of

infrastructure such as training standards

already seen these FuelEU Maritime

Rotterdam, for example, were 4,752 m3

and certification schemes are also

commercial benefits through LBM. Titan

– up from 2,200 m3 in Q2 2024. That’s a

increasingly mature.

recently signed an expanded deal to make

116% growth year on year. Mechanisms

the vast majority of liquified gas it supplies

like mass balancing are also reducing

discussions continue to take place,

to UECC be LBM for most of 2025.

LBM costs, and therefore price, also

Titan and the methane pathway are

LBM is produced from waste

allowing it to benefit from economies

delivering towards decarbonisation for

of scale.

shipowners and operators today. l

Titan’s customers, including United

feedstock, particularly domestic

The bottom line is, while theoretical

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Ship Supply ISSA welcomes the world’s ship suppliers and buyers to Singapore for its ISSA67 Convention

T

he International

industry’s top shipowner

Shipsuppliers &

and ship manager buyers,

Services Association

ISSA President Rafael

(ISSA) placed sustainability,

Fernandez paid tribute to

AI as well as diversity

the work of the association

and the need to attract

in these important areas.

the young and talented

“ISSA places quality of

into the industry at the

operation and quality of its

heart of its 67th Annual

membership very high on its

Convention, being held in

list of priorities, an essential

Singapore.

factor demanded by our

Opening the three day event, which also included

clients, the buyers,” he told delegates.

‘Meet the Customer’ meetings between ISSA members and 38 of the

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“New members wanting to join ISSA have to undergo rigorous quality checks to ensure they meet certain essential criteria — aspects that elevate the overall quality and reputation of ISSA as a whole.

“Through our newly elected Executive Board Member, Mr Carl Forsman from Sweden, we are working closely with our shipowner colleagues in helping to draw up guidelines for Scope 3 emissions reporting, contributing to greater transparency and

Together here in Singapore, where East meets West and tradition meets technology, we also look ahead to the next wave of our industry, shaped by sustainability, digitalisation and synergy. These forces are transforming how we operate, but they also reaffirm what has always defined us as our ability to adapt, to innovate and to move forward together Danny Lien, President of the Singapore Association of Shipsuppliers & Services (SASS)

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Ship Supply

sustainability across the ship supply industry,” he added.

Over 350 ship suppliers from around the world are attending this week’s ISSA Convention. Apart from being the 67th time the Convention has been held, 2025 is also the 70th Anniversary of ISSA. Danny Lien, President of the Singapore Association of Shipsuppliers & Services (SASS), told the first day of the conference: “ISSA has, for seven decades, united ship suppliers and service providers worldwide, advancing standards of excellence and cooperation that continue to guide our industry forward. We are proud to host this year’s convention and to welcome the global ship supply community to our shores. l

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Issue 112 November/December 2024

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Objects of Desire Personal Submarine For those who have seen everything of the surface world, Triton Submarines delivers the ultimate invitation. Hand-built in Florida, the 7500/3 allows three guests to descend over 7,500 metres in a pressurised acrylic sphere that feels more spacecraft than sub. The optically perfect hull offers 360-degree visibility, while DNV-certifi ed engineering ensures absolute safety. Each vessel is tailored to its mothership’s identity.

Triton 7500/3 From $3.2 Million tritonsubs.com

Art Underfoot SYLKA’s Oceana Collection reinvents marine flooring with sustainability at its heart, weaving AquaSylk® and EcoSylk® fibres spun from recycled ocean plastics into plush, sea-resistant textiles. Unveiled at the 2025 Dubai Boat Show, Oceana’s hand-finished rugs and wall-to-wall carpets are UV-proof, salt-proof and divinely soft, and each piece can be colour-matched to any yacht palette.

SYLKA Oceana Collection

From £250 per m² sylkacarpets.com

British Tender Taking centre stage in the EvoJet 70, Williams’ flagship tender is built for 13 guests and powered by a 250 hp YANMAR 4LV engine. A fold-down transom allows effortless circulation from stern to bow, while its deep-V hull keeps rides glass-smooth even in challenging seas. Every stitch and seam exudes luxury, from the hand-upholstered helm seats to the concealed storage pods. The EvoJet 70 is described as the Rolls-Royce of yacht tenders.

Williams EvoJet 70

Around £395,000 williamsjettenders.com

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Objects of Desire

Miele ArtLine Precision cooking meets gallery aesthetics with the Miele ArtLine Series 7000 oven. Featuring handle-free, flush -mounted and finished in deep obsidian glass, its MoisturePlus and FoodView technology ensure Michelinlevel results at sea, whether you’re baking bread in the Arctic or roasting lobster in Monaco. Whisper-quiet hinges and a pyrolytic self-cleaning system complete the symphony of engineering perfection.

Miele ArtLine 7000 Oven

From £4,499 miele.com

Panerai Submersible A wristwatch said to be worthy of a superyacht bridge, this superb watch pairs recycled-steel sustainability with Panerai’s unmistakable Italian boldness. Water-resistant to 300 metres, its brushed blue dial and luminescent markers make timekeeping a form of art beneath the waves. Inside, an automatic P.900 calibre beats with a 3-day reserve. Equally at home with a wetsuit or a dinner jacket, it’s definitely adventure refined.

Panerai Submersible QuarantaQuattro eSteel™

£10,500 panerai.com

Smart Tracker Discretion meets digital intelligence with this tracker, small enough to fit on a yacht key, camera bag or Hermès clutch, the Tile Mate uses Bluetooth and GPS-assisted triangulation to track anything that drifts astray. With ring alerts, last-seen location and a network of millions of users, it ensures that nothing luxurious ever truly gets lost again.

Tile Mate (2025 Edition)

£29.99 life360.com

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Review The Shipwrecked Mariners’ Society’s 2025 card collection Order online at www.charitycardshop.com/sms This collection beautifully combines maritime heritage, art and festive spirit, all the while supporting a vital cause. Featuring designs such as HMS Victory at Trafalgar, Monet’s Winter Walk, and Christmas Harbour, each pack of 10 cards (priced around £4.20–£4.90) and printed on FSC-certified materials, with envelopes.

Every purchase directly supports seafarers, fishers, and their families facing hardship, by helping to continue the Society’s long-standing mission of care since 1839. Thoughtful and purposeful, they’re a meaningful way to send festive wishes while giving back to maritime.

Carlos Acosta’s Nutcracker in Havana musicalsontour.co.uk This re-imagining of the classic ‘Nutcracker’ ballet by ex–Royal-Ballet star Carlos Acosta places the story in 1940s-50s Havana, fusing classical ballet technique with Cuban rhythms and Afro-Cuban dance styles. The set and video projections map an ocean-crossing fantasy from Havana to Europe. Starting its UK tour in Richmond, from 18-22 November 2025, it’s a colourful mix for a special Christmas performance.

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books, theatre, dining, events, culture, films, festival, music, art, dvd, wine

Breaking the Surface – Women in Marine Research International Maritime Museum Hamburg, Germany Until 30 December 2025 Outstanding achievements by renowned women in marine research have long remained hidden. A special exhibition at the International Maritime Museum Hamburg is currently offering exciting insights into the creativity of female scientists entitled “Breaking the Surface. Women in Marine Research.” Translated means don’t stay on the surface, but venture into unknown areas of the oceans, and truly delve into the depths. Showing impressive examples of how women have been advancing maritime science – from time, often in the face of adversity.

The Shipping Man

By Matthew McCleery (2025) Publisher: Marine Money, Inc. When restless New York City hedge fund manager Robert Fairchild watches the Baltic Dry Cargo Index plunge 97%, registering an all-time high and a 25-year low within the span of just six months, he decides to buy a ship. Immediately fantasizing about naming a vessel after his wife, carrying a string of worry beads and being able to introduce himself as a “shipowner” at his upcoming college reunion, Fairchild immediately embarks on an odyssey into the most exclusive, glamorous and high stakes business in the world. From pirates off the coast of Somalia and on Wall Street to Greek and Norwegian shipping magnates, the education of Robert Fairchild is an expensive one.

Purchase at Bookshop.org.

Spring Ski-ing

Located in the Tyrolean Alps, Ischgl remains a favourite for late-season skiing, with north-facing slopes over 1,800 m that hold snow well into spring. Beyond the après-ski and resort-village atmosphere, whether choosing end-April or early May, Ischgl offers high-altitude crisp air, lots of daylight hours in a spectacular setting.

Visit ischgl.com/ for more details.

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Lifestyle

Road test: Toyota Prius I By Robin Auchterlonie

Price: £37,315 Engine: 2.0 litre, four cylinder petrol with 13.6kWh lithium ion battery Power: 150bhp (120kW electric) Torque: 140lb/ft (153lb/ft elec) Transmission: CVT Top speed: 110mph 0-62mph: 6.8 secs Range: 565 miles CO2 emissions: 17g/km

Toyota’s game changer improves its eco credentials

By Robin Auchterlonie

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Lifestyle

internal combustion engines, and while the initial purchase price was on the high side you didn’t have to pay for its environmental consciousness at the pumps.

The name quickly became symbolic of a car that came to market before environmental awareness became a mainstream social issue.

And thus people were initially sceptical of this quirky but distinctive looking Japanese car.

We’ve been spending a bit of time cleanest family cars.

An inauspicious occasion, I admit,

incarnation of a vehicle that has been

because the former was totally

the transport of choice for a multitude

unaware of the latter’s credentials

of mini cab drivers the world over.

until I pointed them out.

T

in near silent driving mode, in the latest

With the Prius, Toyota’s Hybrid

Only this time the third generation of the car that was an early forerunner

here’s clean and then there’s

Synergy Drive gives the electric

of electrified performance is an

clean. Our house is clean,

motor more of a role to play than

altogether sleeker proposition aimed

because my wife wears out

some other hybrids which rely on

at a different buyer.

Dysons with monotonous regularity keeping it that way.

She is to the adult world what the Toyota Prius is to the automotive

the petrol engine to produce peak

The all new plug-in hybrid

performance with the electric unit of

Prius arrives with even greater fuel

secondary importance.

economy, emissions efficiency and EV

First launched back in 1997, as the

driving capability, matched to its new sharp, coupe-like styling.

environment. One of the world’s

world’s first mass-produced full hybrid

cleanest people has just been re-

vehicle, the Prius offered motorists

Starting up the Prius is a bit like

acquainted with one of the world’s

a refreshing alternative to full blown

waiting for the penny to drop with a

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Lifestyle

dumb chum. Long pause, no sound. You press the power

Its 13.6kWh battery enables electric driving for up to

button and the digital display tells you the car is ready for

53 miles – sufficient to cover most routine daily journeys.

action. But it’s so quiet you could hear that penny drop.

When battery charge is depleted, it operates as a self-

The sound of near silence under electric power is something motorists are slowly getting used to. And

charging hybrid, with greater efficiency benefits than other plug-in hybrids which default to their petrol engine. l

pedestrians too, because when you’re crawling in traffic the petrol engined side of the equation – the bit that alerts others to you being in the vicinity – tends to be surplus to requirements. Though it has to be said you need remarkable restraint to drive so gently the engine doesn’t kick in.

And then, as you glide forward, there’s a sudden subdued revving from beneath the bonnet as the clever bits decide electric power isn’t enough to get you moving at any real pace and the 1.8 litre engine joins in.

Interestingly the electric motor is more powerful than a fair few internal combustion engines, and, with 163Nm available instantly from zero mph, the Prius has impetus aplenty.

The latest range offers two versions – Design and Excel – powered by a 2.0-litre plug-in system benefiting from fifth generation Toyota hybrid electric technology. The powertrain delivers a maximum 220bhp, a fair old increase on the 121bhp of the previous Prius plug-in model and that gives you strong, responsive acceleration.

Prius’s signature wedge shape has evolved to a coupélike silhouette by lowering the overall height by 50mm, and inside, a spacious cabin has a clean interior layout.

For some drivers today, buying a plug-in hybrid makes more sense than an all-electric vehicle – an opinion that supports Toyota’s ‘multipath technology strategy.’

Toyota’s Hybrid technology gives the electric motor more of a role to play than some other hybrids which rely on the petrol engine to produce peak performance with the electric unit of secondary importance.

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