FERRY, CRUISE, RO-RO AND HIGH-SPEED INFORMATION FOR PROFESSIONALS OCTOBER 2025 • NO. 10 SHIPPAX INFO IHM, EXPERIENCES AND RECOMMENDATIONS ADVANCING BATTERY TECHNOLOGY FAST FERRY OPERATORS SELLING NAMING RIGHTS CHANNEL ISLANDS NEW TENDERS OVER THE EDGES OF THE EU JUST DELIVERED: GRANDE SHANGHAI HIGH-SPEED ON ORDERLet’s connect your operational data. “The UHS® is breaking down data silos through its open, secure, vendor-neutral approach, and it is connecting the whole value chain, bringing like-minded suppliers together. As a result, we are gaining data insights that we could not access before, supporting our day-to-day operations.” Are Paulsrud, CTO, Color Line Discover how the UHS® can support your digitalisation goals at telenormaritime.com/uhs Wherever your digitalisation course may take you, whichever manufacturers, applications or partners you choose – we are here to make your journey smooth. Our purpose at Telenor Maritime is to drive the digital transformation at sea. With our innovative Unified Hosting Service™ (UHS®) you will have full access to all your business-critical data for real-time analysis. No OEM silos. No messy, insecure or irregular connections. Simply collecting and storing all of your on-board operational data in one place, to send to shore or analyse on the go. OCTOBER 25 · SHIPPAXINFO 1 www.shippax.com Safety issues permeate throughout the operational lifecycle of a ship. It does not stop there; it continues after its commercial life period. The recent implementation of the Hong Kong Convention and the EU Ship Recycling Regulation add another burden to this hazardous business, as the sector must now confront another layer of regulatory encumbrance in order to dispose its assets. This could slow the process of the much- needed fleet renewal at the first instance. Arguably, ferry operators are compara- tively more susceptible to these hazards because of the complexity of the freight, including human cargo, their ships carry. Every day and everywhere they incessantly confront these issues. From these perspec- tives, it can be said that ferry shipping is now more hazardous than ever. The editorial team With all its necessary appurtenances and multifarious moving parts, in many ways, ferry operation has long been regarded as a hazardous business. It is becoming increas- ingly so especially in a world of regulations and, quite rightly, risk aversion. Despite all the maritime technological advancement, in which the ferry industry is a leader, and continuing operational refine- ment, the number and degree of hazards have not been reduced or lessened. The industry now operates in a more hostile environment, both physical and regulatory, and carry more hazardous cargoes. In addition to the traditionally defined hazardous goods, ranging from fertilizers to oil tankers, the sector now has a potential electric vehicle fire, for instance, to contend with. The severity of hazards will amplify in the years ahead, as the number of these vehicles increases. Besides the cargoes, with gradual intro- duction of alternative propulsion fuels and energy sources and the growing complexity of vessel designs, the ships themselves are becoming hazardous assets. Battery mal- functions and engine room fires are all too common. Fuel handling soon will be a safety and costly concern. HAZARDOUS BUSINESS SHIPPAXINFO Published by Shippax AB Box 7067 SE - 300 07 HALMSTAD Sweden Tel: +46 35 218370 info@shippax.se www.shippax.com Visiting address Horngatan 4 SE - 302 33 HALMSTAD Sweden Publisher Elizabeth Mandersson elizabeth@shippax.se Editor-in-chief Victor Mandersson victor@shippax.se Advertising advertising@shippax.se Statistics statistics@shippax.se Subscriptions and Accounts subscription@shippax.se Photographers Frank Behling Christian Costa George Giannakis Søren Lund Hviid Marc Ottini Contributing correspondents Australia Dale Crisp Canada Aaron Saunders Croatia Neven Jerkovic Finland Eero Mäkinen France Nikias Ioannidis Bruno Jonathan Germany Frank Behling Frederik Erdmann Kai Ortel Greece David Glass Italy Angelo Scorza Japan Tsuyoshi Ishiyama Norway Magne A. Røe Poland Peter B. 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PHOTO: MARITIME PHOTOGRAPHIC2 SHIPPAXINFO · OCTOBER 25 www.shippax.com Editorial Hazardous business 1 Inside story IHM maintenance increasingly in focus as Hong Kong Convention enters into force 4 Electric and hybrid propulsion continues to gain popularity 10 Thames Clippers and Uber sign up for five more years as New York searches for a commercial partner 15 Jersey’s public accounts committee investigates ferry service procurement process 22 Over the Edges of the EU 24 Midships News 27 Statistics 68 Projects and conversions 72 Fleet changes 74 On order: High-Speed 75 Just delivered GRANDE SHANGHAI 80 CONTENTS COVER PHOTO GEORGE GIANNAKIS 410 1522 24 80HOGIA FERRY SYSTEMS hogiaferrysytems.com Mark C. Wilson President and Chief Executive Officer Bay Ferries Limited (BFL) and Northumberland Ferries Limited Hogia’s focus on long-term relationships is evident in our 20+ years of partnership. We trust them to continue providing BOOKIT as a strong reservation system, meeting our needs now and in the future.4 SHIPPAXINFO · OCTOBER 25 www.shippax.com IHM MAINTENANCE INCREASINGLY IN FOCUS AS HONG KONG CONVENTION ENTERS INTO FORCE On 26 June 2025, the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships (HKC) came into force, more than 16 years after its adoption at a diplomatic conference held in Hong Kong. Although mainly aimed at avoiding risks to human health and safety or to the environment at the end of a ship's operational life, the HKC is in fact relevant from the construction of a vessel and throughout its lifetime as it requires any ship above 500 GT to hold an Inventory of Hazardous Materials (IHM). Since IHMs have now been in place on board many ships for several years, some important lessons have been learned. First and foremost, regular maintenance of the IHM is essential. Secondly, to make that possible, the accumulation of the relevant information needs to be integrated into procurement processes. PHOTO: SELIM SAN TEXT: FREDERIK ERDMANN Aliaga remains the preferred destination for the recycling of European controlled ships, as it was already the case in 2014 when the ADRIATICA QUEEN seen in this photo was scrapped.YourAnswer.6 SHIPPAXINFO · OCTOBER 25 www.shippax.com For European shipowners – who account for almost one third of the world's fleet by tonnage, including a considerable share of the RoPax fleet – the IHM obligation is not new. It already became relevant as part of the EU Ship Recycling Regulation (EU SRR), established by Regulation (EU) No 1257/2013, which entered into full effect on 31 December 2018. It also sets require- ments for non-EU flagged ships calling at EU ports. As a result, many RoPax vessels have had their IHM Part I in place for sev- eral years under the EU SRR. Under the HKC, most of the remaining global RoPax fleet will have to follow during the coming years, with the exception of vessels under 500 GT and ships operating exclusively in domestic trade, provided that the respec- tive state does not require an IHM under national legislation. More precisely, new ships with a building contract signed after 26 June 2025 will need to have an IHM Part I prepared during their construction. Even if a small ferry below 500 GT (or a ship intended exclusively for domestic trade) is contracted, it is strongly advis- able for the owners/managers to include a clause in the newbuilding contract (or the corresponding specification of the newbuilding) requiring the shipyard to provide an IHM Part I, as this will be required at the latest when the ship is due to be sold at some point in its lifespan. Existing ships flying the flag of an HKC party, or calling a port in an HKC member state, will need to have an approved and certified IHM by 26 June 2030, five years after the HKC entered into force. Conse- quently, most existing RoPax vessels above 500 GT operating internationally will need to have an IHM in place by 2030. The implementation of the IHM Part I is certified by the ship's flag state – or, more commonly, by a classification society act- ing as the flag state's Recognised Organi- sation (RO) – through the issuance of an International Certificate on Inventory of Hazardous Materials (ICIHM), or, if the flag state has not ratified the HKC yet, an IHM Statement of Compliance (SoC). The classification societies usually attempt to harmonize the issuance of the ICIHM (or SoC) with other statutory surveys, which means that these documents are typically issued upon the first main class renewal survey after 26 June 2025 and before 26 June 2030. Some flag states, however, have set earlier deadlines: Liberia, for example, required the IHM Part I to be in place by 26 June 2025 on all Liberian-flagged ships. Vessels falling under the scope of the EU SRR need to be certified accord- ing to both the EU SSR and the HKC. Under both regimes, the IHM Part I lists specific hazardous materials contained in the ship's structures and equipment. The scope of the materials to be covered is defined by Tables A and B of the Hong Kong Convention and, correspondingly, by Annexes I and II of the EU SRR. Under the HKC, Table A contains, among others, asbestos and PCB, while Table B lists sub- stances such as lead, cadmium, mercury, or radioactive materials. A challenge lies in the fact that the EU SRR and HKC lists are not identical, with the EU standards going beyond those of the HKC. On board existing ships, the IHM Part I is typically developed by an approved 'IHM Expert' based on a thorough examination of the vessel, including the collection of samples for laboratory analysis. The 'IHM Expert' approval is granted by classification societies based on audits and is typically valid for three years. The wording of the respective certificates issued by different classification societies may vary slightly – in some cases, an individual or company is certified as "Approved HazMat Expert", while in others a "Certificate of Approval of Service Supplier" is issued, confirm- ing that the respective entity is a "firm engaged in preparation of IHMs". To be on the safe side, a good recommenda- tion to shipowners/managers is to ask for an 'IHM expert certificate' issued by an IACS classification society recognised by their flag state. This ensures access to a competent service provider. In general, the development of the IHM Part I will remain a one-off effort and, accordingly, a single investment, provided that proper maintenance is ensured. The other two IHM Parts – Part II, listing operation- ally generated waste, and Part III, listing PHOTO: METIZOFT AS Søren Hvalsøe Sondrup, Head of Procurement Technology, Sustainability & Operations of DFDS, and Øyvind Sundgot, SVP Sales at Metizoft, signing their partnership in February this year.OCTOBER 25 · SHIPPAXINFO 7 www.shippax.com stores – are only developed and approved immediately prior to the ship being recy- cled. Formally, the finalisation of the IHM, with all three parts I, II and III, is the final step before the development of the Ship Recycling Plan (SRP). IHM maintenance as a critical task While the development of the IHM Part I is in principle a one-off effort, the IHM has to be endorsed by the respec- tive RO at least every five years on the basis of an IHM renewal survey. This re-approval is – like the initial approval either upon completion of a newbuilding or implementation of the IHM on board an existing vessel – intended to confirm that the inventory matches the reality on board. This, however, requires continuous maintenance efforts carried out according to standards clearly defined by the respec- tive operator. First and foremost, an IHM Designated Person (IHM DP) responsible for the IHM maintenance activities needs to be appointed. This can be a person ashore or on board within the operator's own organisation, or an external service provider, although – contrary to 'IHM Experts' developing new IHMs – no formal class approval is available so far. As a rule, owners/managers should imple- ment their IHM maintenance procedure as part of the Safety Management System (SMS) and also communicate the IHM DP accordingly. Alternatively, if another relevant management system, for example according to ISO 9001 or ISO 14001, has been implemented, the IHM maintenance procedure can be defined there. Respon- sibilities and tasks should be clearly assigned: The designated IHM DP is responsible for coordinating the collection of Material Declarations (MDs) and Sup- plier Declaration of Conformities (SDoCs) from suppliers whenever new products are purchased and installed on board as fixed items within the scope of the IHM Part I. Whenever new hazardous materi- als are brought on board, the IHM Part I must be updated accordingly. Similarly, if existing hazardous materials are removed or if their quantities change, the IHM Part I must be revised to document this. A record of changes must be kept, making it clear when, by whom, and where exactly the IHM Part I has been altered. Even if no alterations have been made, the IHM should be reviewed regularly in order to ensure its topicality (appropriate intervals should be defined by the owners/manag- ers as well). Eventually, the IHM Part I cover page must be updated when there has been a change in the vessel's name, flag, owner, or manager. Recent years' experience has shown that many opera- tors cope with these requirements well, but there have also been several examples of poor practice including the following aspects: • While an IHM had been developed and approved, no procedures for its maintenance were in place or properly documented; • No IHM DP had been appointed, or the appointed person lacked the neces- sary knowledge and resources to carry out the task; • The IHM in place was clearly not reflective of the materials installed; • The ship had evidently been converted significantly in the recent past, but the IHM had not been updated accord- ingly - it remained unchanged; • The IHM had clearly never been re- viewed since it was developed; • IHM maintenance had occurred, but it was evidently insufficient, as, for example, no SDoCs or MDs could be presented, although new hazardous materials had been brought on board and listed in the IHM. Non-compliances like these can have two negative impacts: First, the RO may not re-approve the IHM Part I and may not endorse the ICIHM / SoC once these documents are due for renewal after five years. In worst case, especially if significant alterations to the ship have been carried out in the meantime, a new IHM may need to be developed, incur- ring s ubstantial and unnecessary extra expenses. Overdue ICIHMs / SoCs may result in deficiencies or even detentions during Port State Control. But even if Flag State Ship owner/managerShip recycling facility Ship recycling state Prepare Ship Recycling Facility Plan Authorisation Process Document of Authorisation to conduct ship recycling (DASR) Intention to recycle a ship, start of preparations Finalisation of the IHM with Parts I to III Development of Ship Recycling Plan (SRP) Approval ProcessApproved SRP in placeFinal survey (mostly by RO) International Ready for Recycling Certificate Start of the ship recycling When ship dismantled: Statement of completion Notification Original of Statement of Completion Report of recycling start Copy of Statement of Completion Notification of intent to receive a ship for recycling The ship recycling process as the Hong Kong Convention defines it. PHOTO: FREDERIK ERDMANN, BASED ON A GRAPHIC PROVIDED BY DNVNext >