One Moon, One Vision, One Future: Governing Humanity’s Return to the Moon

International Moon Day, observed annually on 20 July, marks the anniversary of the first human landing on the Moon in 1969. However, it also invites us to look forward.

The 2026 theme, “One Moon, One Vision, One Future,” reflects a changing reality. The Moon is no longer solely a destination for scientific exploration. States and private operators are preparing missions involving research, infrastructure, communications, resource utilisation and, eventually, a sustained human presence.

As lunar activity accelerates, international governance must keep pace.

The legal foundations of lunar activity

The 1967 Outer Space Treaty remains the foundation of international space law. It provides that the exploration and use of outer space must benefit all countries. It also establishes freedom of exploration and scientific investigation.

Crucially, no State may appropriate the Moon through a claim of sovereignty, occupation or any other means. The Moon must also be used exclusively for peaceful purposes.

The Treaty requires States to conduct their activities with due regard for the interests of others. Where a planned activity could cause potentially harmful interference, international consultation should take place.

These principles were drafted long before the emergence of today’s commercial space sector. Nevertheless, they continue to govern modern lunar ambitions.

Private operators also remain connected to State responsibility. Under Article VI of the Treaty, States must authorise and continually supervise the space activities of their non-governmental entities. Commercial activity on the Moon therefore does not take place in a legal vacuum.

Lunar resources and the need for legal certainty

The Moon contains resources which could support future missions. Water ice may potentially provide oxygen and rocket propellant, while lunar materials could support construction and other activities.

However, the legal position remains unsettled.

The Outer Space Treaty prohibits appropriation of the Moon but does not expressly determine whether the extraction and ownership of particular resources amount to appropriation. The 1979 Moon Agreement addresses natural resources more directly and envisages an international regime for their exploitation. However, it has attracted limited participation.

Meanwhile, several States have adopted national laws recognising rights over extracted space resources. The non-binding Artemis Accords also distinguish resource extraction from a claim of sovereignty.

These developments may encourage investment, but national legislation cannot settle the interpretation of international law for the wider international community.

In response, the Legal Subcommittee of the United Nations Committee on the Peaceful Uses of Outer Space established a working group in 2021 to examine potential legal models for space-resource activities. Now known as the Working Group on Legal Aspects of Space Resource Activities, it has been considering the existing framework and developing recommended principles.

Consultation before conflict

Governance involves more than determining ownership.

Multiple missions may seek access to the same scientifically or operationally valuable locations, particularly near the lunar south pole. Activities may also create dust, communications interference or physical disruption affecting other operators.

In 2024, COPUOS established the Action Team on Lunar Activities Consultation, or ATLAC. Its work focuses on international consultation, capacity-building and avoiding harmful interference.

This approach recognises that early communication and information sharing may prevent operational problems from developing into legal or political disputes.

Building the rules before they are needed

The experience of Earth orbit demonstrates the cost of allowing governance to lag behind activity. Congestion, debris and competing interests are considerably harder to address after they have become embedded.

The Moon offers an opportunity to act earlier.

A sustainable framework must protect scientific access, significant lunar sites and the interests of future generations. At the same time, it must provide sufficient legal certainty for responsible commercial and governmental activity.

“One Moon, One Vision, One Future” is therefore more than a commemorative theme. It is a call for cooperation.

Humanity’s return to the Moon will test not only its technology, but also its ability to create rules before competition becomes conflict. The Moon belongs to no State. Its peaceful and sustainable future is a responsibility shared by all.

Classification vs CE Marking for Yachts: What Owners and Brokers Must Know

One of the most common — and costly — misunderstandings in yacht transactions concerns classification vs CE marking for yachts. Many often assume that the two overlap. In reality, they serve different legal and technical purposes and operate under entirely separate regimes.

This distinction applies to all classification societies, without exception.

At international level, the role of flag States in enforcing safety and technical standards is rooted in UNCLOS, which places primary responsibility on States for vessels flying their flag.


Two Regimes, Two Purposes

Classification is a voluntary technical regime administered by recognised classification societies. It focuses on:

  • structural integrity and seaworthiness,
  • machinery and safety systems, and
  • ongoing compliance through surveys.

Insurers, financiers, flag administrations and technical managers commonly rely on classification. It is a mark of quality and operational assurance. Many flag administrations recognise classification as a means of ensuring their fleets’ compliance with international technical requirements under the technical convetions.

Classification societies operate within an internationally recognised framework coordinated by the International Association of Classification Societies (IACS), which promotes uniform technical standards for ship safety and construction.

CE marking, by contrast, is a mandatory legal requirement under EU law. It arises from the Recreational Craft Directive (Directive 2013/53/EU) and determines whether a yacht may be:

  • placed on the EU market,
  • imported into the EU,
  • sold within the EU, or
  • put into service.

CE marking for recreational craft is governed by Directive 2013/53/EU, which sets the essential safety and environmental requirements for placing recreational craft on the EU market.

In short:
Classification confirms how a yacht is built and maintained.
CE marking confirms whether it may legally circulate within the EU.


Why Classification Alone Is Not Enough

A yacht may be fully classed and technically sound, yet still be non-compliant for EU market purposes.

Without valid CE compliance:

  • importation may be delayed or refused;
  • sales within the EU may be restricted;
  • charter operations may be impacted; and
  • costly remedial steps may be required at a late stage.

This is why understanding classification vs CE marking for yachts early in a transaction is essential. Discovering a CE gap after signing often leads to avoidable delay and expense.


An Important Clarification: The Role of Some Classification Societies

Some classification societies are also designated as EU Notified Bodies under the Recreational Craft Directive.

When acting in that separate legal capacity, they may:

  • carry out conformity assessments under the RCD; and
  • issue CE-related certificates under specific conformity modules.

However:

  • this role is governed by EU product legislation;
  • it results in separate documentation; and
  • it does not arise automatically from classification.

A classification certificate — regardless of which society issues it — never substitutes CE marking.


When Yachts Commonly Require Both

Many yachts, particularly larger or commercially operated vessels, carry:

  • classification, to satisfy technical, insurance and operational requirements; and
  • CE marking, to satisfy EU legal and market-access requirements.

The two regimes complement each other, but they are not interchangeable.


A Practical Rule of Thumb

If a yacht will be:

  • sold within the EU,
  • imported into the EU,
  • placed into service, or
  • materially modified,

CE compliance should always be reviewed independently of classification.

This approach reduces risk and keeps transactions on course.

Understanding the legal distinction between classification and CE marking is essential for yacht owners, brokers and managers operating in or into the EU.


How Asteria Advisory Supports Clients

Asteria Advisory works with owners to coordinate the yacht’s needs in terms of classification, CE conformity and EU regulatory compliance. We assist owners, managers and brokers in identifying the yacht’s needs early in order to align technical standards with legal requirements.

You can download the factsheet here.

Because in yacht transactions, clarity is not red tape.
It is risk management.


Disclaimer for Brokers and Intermediaries

This article is provided for general information purposes only and does not constitute legal or technical advice.

Classification status and CE compliance must be assessed on a case-by-case basis, taking into account the yacht’s build date, use, modifications and intended market. Brokers and intermediaries should avoid representing that classification equates to CE compliance and should recommend independent verification where EU market access is contemplated

Yachting Update: Commercial Yacht Code

Transport Malta has issued a new Commercial Yacht Code, applicable as of the 01 July 2025. This comes after months consultation and effort to bring together an updated standard for the industry.

🛥️ Scope & Applicability

  • Applies to all commercial yachts over 24 m in length, with any gross tonnage, replacing CYC 2020.
  • Small Commercial Yacht Code (sCYC) remains in effect for yachts under 24 m.

🔍 Key Updates & Enhancements

1. Regulatory Alignment & Streamlining

  • Reflects international safety standards, updated technologies, and industry practices.
  • Aims to streamline the regulatory framework, making compliance more operationally effective.

2. Enhanced Safety Measures

  • Greater emphasis on safety systems, including improvements in navigation, firefighting, and structural integrity (though specific clauses are in the full Code).

3. Environmental & Operational Efficiency

  • Introduces stricter provisions on pollution prevention, waste handling, and fuel safety for onboard aviation refuelling, reflecting modern environmental best practices.

4. Technological Advancements

  • Broadened acceptance and specific requirements for battery-powered and hybrid vessels, with mandatory classification throughout certification.
  • Updated provisions for helidecks, including CCTV coverage and fuel handling protocols.

5. Surveying & Certification Regime

  • Maintains existing structure: initial, intermediate, and annual surveys for vessels ≥ 24 m, renewing every five years.
  • Potential allowance for alternative compliance agreements, enhancing flexibility.

6. Crew & Operational Management

  • While details are in the Code, improved clarity is suggested for manning, training, and crew welfare.

🧭 Why This Matters

  • Regulatory consistency: Harmonises Malta’s code with global standards and advances in marine design.
  • Ongoing compliance: Existing vessels are given a clear update pathway, minimizing disruptions.
  • Environmental leadership: Demonstrates Malta’s dedication to marine ecology through enhanced pollution controls.
  • Tech readiness: Encourages adoption of eco-friendly propulsion and modern safety systems.

✅ What You Should Do:

  1. Familiarize yourself with the full CYC 2025 document, especially chapters relevant to safety, environment, and systems integration.
  2. Schedule your vessel’s first renewal survey after 31 Dec 2025 to ensure compliance.
  3. Discuss with your surveyor/RO about updated battery and helideck requirements, classification needs, and operational policies.
  4. Follow this page, or our profile on LinkedIn, or see what Geraldine is up to in the yachting world.
New Malta commercial yacht code is in force from 01 July 2025

FIAU Press Release on Penalties

Following the coming into force of the Various Financial Services Laws (Amendment) Act, 2017 (Act XXVIII of 2017) on the  1st December 2017, publication of administrative penalties imposed by the Financial Intelligence Analysis Unit (“FIAU”) for one or more contraventions of the Prevention of Money Laundering Act (“PMLA”) and/or of the Prevention of Money Laundering and Funding of Terrorism Regulations no longer falls under Article 13A of the PMLA but by the new Article 13C.

Article 13C now provides for the publication of administrative penalties where these exceed €10,000 and have become final and due.  Publication is to take place in accordance with policies and procedures set by the FIAU’s Board of Governors.

The then-existing Policies and Procedures were revised on the 22nd  December 2017, to take into account the changes brought about by the new Act as well as the requirements of Directive (EU) 2015/849 relative to the publication of administrative sanctions.

The revised version of the said policies and procedures is available on the FIAU’s website and can be accessed through the following link – http://www.fiumalta.org/penalties .

The FIAU advises subject persons to become familiar with these policies and procedures.  Queries on the matter are to be sent to legal@fiumalta.org.  

If we can be of any assistance, please reach out to us.