1. Mostly bad boxes
2. Ballast water drive
3. Bias allegations
4. Cyber security
5. CCTV ruling
6. IFSMA statement
7. Changes in marine navigation
8. NorthStandard appointments
9. Energy insurance
10. Sexual misconduct
11. Offshore energy challenges
12. Condition monitoring
Notices & Miscellany
Readersâ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Mostly bad boxes
By Michael Grey
It has been all about containers this last fortnight, and mostly problems with them. It must have been around half a century ago, about the time Maersk was deciding to go large on containers, when some maritime seer pronounced that containers were just a sort of packaging. But you cannot deny their utility, except when bad things happen. There has been nothing particularly newsworthy about the collapse of a container stack; just a lot of wreckage and increasingly angry coastal states. They still happen rather too often. But the incident with the containership Mississippi, securely alongside in Long Beach port, was unusual in that it vouchsafed a ringside view of not one, but two serious stack collapses, filmed for the future delectation of the NTSB accident investigators tasked with inquiring why some 67 boxes poured like a steel river into the harbour. Some fell onto the quay, while others were strewn across the decks of a small barge alongside helpfully dealing with the emissions from the containershipâs exhausts.
Amazingly, nobody was badly hurt, although there might be some serious questions about the safety of barges tied up alongside when cargo is being worked. Had it been a bunker barge, the result might have been somewhat catastrophic. Curiously, in one of the films, which shows the aftermost stack collapsing in the initial avalanche, the view across the stern shows a slight starboard list, but nothing very spectacular. It makes one wonder about the residual stability of these enormously high stacks, once the lashings are released. And all it takes is a badly stowed or damaged container.
There have also been grim reminders of the problems with fires aboard containerships, an issue never far from the headlines in recent years, but given additional urgency by the news that their incidence was at a decade-long high. That was maybe no surprise, as General Average was declared on the fire-damaged Marie Maersk, continuing her voyage after a serious fire in the forepart of the ship off West Africa last month. The ship was close enough to the coast for specialist salvors to supplement the valiant efforts of the crew and extinguish the blaze. It now seems that the voyage to China will be terminated in Malaysia, where the cargo can be properly examined and the adjusters begin their complex task.
A less happy reminder was the continuing saga of the small feeder container ship Wan Hai 503, which has now reached safety in a port of refuge after a 1800-mile tow, following the fatal fire and explosions which devastated her and cost the lives of four of her crew on June 8th. Not for the first time has the reluctance of ports to accommodate damaged ships been revealed, although it is not difficult to see the possible ramifications should a seriously damaged ship, with goodness knows what cocktails of hideous chemicals swilling around the fire damaged hull arrive in oneâs roadstead.
Perhaps providing some clues about these difficulties with the worldâs most significant advance in logistics, a report from the World Shipping Council offered worrying data about deficiencies in cargo declarations and other issues inside containers. Inspections of some 77,688 containers revealed âproblemsâ within no fewer that 8,850 of them, which amounts to a shocking 11.39%. Of course, this does not automatically mean that such numbers are at risk of catching fire or exploding, as the report specifically mentions wrong placarding or labelling, stowage problems, securing or inappropriate or damaged packaging. What it undoubtedly does do is demonstrate a downright cavalier attitude among many people who are charged with proper documentation and safe stowage.
It is an attitude which, at its worst can cost lives and injuries and cause colossal damage. It also makes one wonder whether the ten-year old effort for proper âverificationâ of container contents have run aground. It surely suggests that, regardless of costs and delays, there needs to be rather more inspection taking place, along with a harder line taken with those who play fast and loose with dangerous goods declarations. Some of the lines have instituted their own intelligence systems designed to identify malefactors, while the National Cargo Bureau itself has revealed an AI assisted scanning tool that can identify possibly risky shipments before they are loaded.
Of course, most boxes make it to their destinations, to the delight of all, although the perennial problem of imbalances is, like the poor, always with us. Latest figures revealed by Splash this week tell us that currently 41% of containers are carried around empty, to where they can be filled again. I can recall that folding containers were supposed to be an answer to this, but for various reasons failed to catch on. I once facetiously suggested that a really useful container would be one made of edible protein, which, when it reached its destination, could be cooked into nourishing meals. That one also failed to make the cut.
Obituary
It was sad to learn of the death last month of Dr. Martyn Dyer Smith a onetime senior shipâs officer who, after coming ashore, forged a new career as a distinguished industrial psychologist. Teaching at the University of Northumberland, Martyn was a consultant to many companies which wanted to improve productivity, motivate their workforces and generally improve their performance. He rarely strayed into his old maritime world, but played an important role on one occasion in collecting evidence on behalf of the UK administration on the safety of One Man Bridge Operations, a huge enthusiasm among shipowners in certain North European countries.
For this task, Martyn went back to sea, riding a succession of smaller short-sea ships of the type for which OMBO was said to be most suited. He kept nocturnal watches, stationed at the back of the bridge, while observing the performance and general alertness of the watch officer. On occasions he was forced to intervene, noting that the watchkeeper was unresponsive to an oncoming ship posing a collision risk, while he recalled passing his hand over the face of an officer whose eyes were open but was completely non-alert. He suggested that in such a state the officer was in a âcatatonic tranceâ, and unlikely to make any useful decision.
He formed strong views on the cumulative effect of fatigue, aboard these hard-driven short-sea ships with their unremitting schedules, with notable deterioration in performance as the officersâ tours approached their end. His work convinced the UK government to oppose OMBO operations at IMO, aided in their opposition by the US. It is a sad fact that in all too many accidents today, this hazardous practice of operating with no additional lookout during the hours of darkness seems to have become ânormalâ, almost by default. Martyn was a delightful and cheerful person who lived on the Scottish border, in Carlisle. He will be much missed.
Michael Grey is former editor of Lloydâs List.
2. Ballast water drive
BIO-UV Group is advising shipowners to ready themselves for extensive Port State Control inspections after a Concentrated Inspection Campaign (CIC) on Ballast Water Management came into effect on 1 September 2025.
The campaign, led by the Paris and Tokyo MoUs and running until the end of November, will ensure ships are compliant with the Ballast Water Conventionâs requirements through a standardised ten-point checklist applied to every vessel inspected.
The three-month drive marks the most intensive global enforcement effort yet since the D-2 discharge standard became fully mandatory in September 2024.
Inspectors will focus on whether ships carry a valid International Ballast Water Management Certificate, an approved and up-to-date BWM plan, and a type-approved treatment system that is both operational and used in accordance with that plan. They will also test crew familiarity with procedures and examine record books for completeness, while checking sediment management and any exemptions granted.
Charlène Ceresola, BWT Project Manager, BIO-UV Group, said: âThe concentrated inspection campaign is now underway. The message to the industry is very clear: BWM Convention is now fully in force, and Port State Control will expect every vessel to be fully compliant with its requirements, with no excuses. Shipowners cannot wait until an inspector calls. They need to be prepared.â
Authorities have already signalled frustration at recurring failures during inspections. Non-compliance has frequently been linked not to equipment shortcomings but to poor documentation, inconsistent maintenance and a lack of crew knowledge. With the new campaign underway, BIO-UV Group said owners risk detentions, delays and reputational damage if these issues are not addressed.
Jean-Philippe Picard de Muller, BIO-SEA Sales Director, said: âBIO-SEA ballast water treatment technology is proven. But compliance failures occur when the crew does not know how to operate systems properly or when records are incomplete. That is why our service team continues to place so much emphasis on training and on giving operators the confidence to demonstrate compliance during inspections.â
The company added that PSC officers will be looking for evidence that ballast water has been managed routinely as prescribed in each vesselâs BWM plan. That means crews must be ready to explain procedures, demonstrate system operation and show that documentation reflects reality.
BIO-UV Group is advising operators to check certificates, update their plans, train crews and carry out compliance audits now, rather than waiting to be challenged at the quayside.
âBe prepared,â said Ceresola. âReview your documentation, operate your systems, train your crews and contact our service team if you need support. This PSC campaign is a reminder that compliance is not optional. It is an essential part of safe, efficient and sustainable ship operation.â
BIO-UV Groupâs BIO-SEA ballast water treatment systems are type approved by both IMO and the United States Coast Guard, combining UV treatment and filtration to deliver effective compliance. The company provides global support for installation, commissioning, training and after-sales service, helping operators maintain system reliability under demanding operational conditions.
3. Bias allegation
In London Calling:Â A High Threshold for Alleging Bias in London Arbitration Brian Perrott and Patrick Knox of HFW consider the issues.
A recent English High Court case* reaffirms the high threshold for showing that an arbitral tribunal has “gone so wrong in its conduct that justice cries out for it to be corrected“, such as to warrant intervention by the courts.
In the case, the unsuccessful party in an arbitration subject to the LMAA Terms alleged that the tribunal had demonstrated apparent bias in its procedural decisions given over the course of the arbitration proceedings.
Any such bias would, if established, amount to a breach of the tribunal’s obligation to act fairly and impartially between the parties, and separately a so-called serious irregularity, each under relevant provisions of the Arbitration Act 1996.
The particular grounds of challenge included the alleged repeated lack of candour by the successful party’s appointed arbitrator as to the extent of his relationship with that party’s lawyers – in short, the number of arbitral appointments that that arbitrator had received from these lawyers.
And – at least originally – an allegation that the tribunal had made numerous rulings adverse to the unsuccessful party without the provision of adequate reasons, resulting in the reference proceeding “with extreme haste“.
But ultimately the only ground relied upon was the first of these, other allegations being said to be made “by way of context“.
Having analysed the decisions made by the arbitration tribunal throughout the arbitration process, the judge was clear that it had “behaved throughout with nothing but impeccable fairness“.
On the remaining ground, namely the failure by the successful party’s appointed arbitrator to disclose the extent of his relationship with that party’s lawyers, the judge restated the established test, namely “whether the fair-minded and informed observer, having considered the facts, would conclude that there was a real possibility that the tribunal was biased“.
The judge was clear that this test had not been satisfied, noting that, at least in LMAA and GAFTA arbitrations, there was no duty on arbitrators to disclose repeat appointments by the same law firm in unrelated arbitrations, such repeat appointments being customary in arbitrations conducted under relevant rules and not automatically triggering any disclosure requirements.
* (1) V and (2) N v. K [2025] EWHC 1523 (Comm)
4. Cyber security
The seventh edition of the Cyber Security Workbook for On Board Ship Use is now available from the International Chamber of Shipping. The workbook has been fully revised and updated and contains new guidance on industry guidelines and regulatory requirements including IACS UR E26 and E27, cyber security in port, passenger ships, ship inspections and port state control, software updates, malware detection and prevention as well as phishing risks.
Detailed case studies and diagrams have also been added to help illustrate cyber risks. The workbook contains 13 checklists and six annexes including cyber security risk assessment and creating a cyber security plan. The book costs ÂŁ295 and further details are available from the ICS publications website.
Cyber risk management should be an inherent part of safety and security and should be considered at all levels of the company.
5. CCTV ruling
Zelim is calling on international regulators and flag states to follow Indiaâs lead on enhancing maritime safety and security, following the countryâs introduction of new rules requiring the use of Closed-Circuit Television (CCTV) on domestic and international ships calling at Indian ports.
Zelim believes the integration of AI-powered monitoring technologies alongside these measures is critical to improving incident response, support search and rescue (SAR) operations, deter criminal activities, and provide evidence for investigations into incidents such as man-overboard situations.
The Edinburgh-based safety technology pioneer says the move represents a critical step forward in tackling growing challenges around ship and crew safety, and believes other IMO member states should consider adopting similar mandatory requirements.
Indiaâs Directorate General of Shipping issued a Merchant Shipping Notice in February 2025 requiring CCTV installation on all newbuild and existing Indian flagged vessels of 500gt or more. It also recommends the installation of CCTV on all 500gt+ foreign-flagged ships calling at Indian ports. Mandated vessels must comply by 12 February 2028, or at their next classification renewal survey, whichever occurs later.
The ruling follows a series of high-profile incidents â including crew disappearances, man-overboard occurences, and collisions â where the absence of real-time situational awareness technologies has resulted in accidents or thwarted search and rescue efforts.
The Indian government cites several cases where limited visibility over shipboard activity delayed emergency response and SAR coordination and increased the likelihood of fatalities. It says the installation of CCTV is “recognised as a highly effective measure to enhance onboard safety and securityâ.
Sam Mayall, Chief Executive Officer of Zelim, said: âThis is a landmark decision from Indiaâs maritime authorities and signals a step change in maritime safety thinking. By mandating smarter monitoring systems, India is setting a powerful example that other maritime nations should follow.â
The Directorate General of Shipping recommends the adoption of AI-enabled software to enhance monitoring capabilities, specifying strategic CCTV placement around the shipâs main deck, forecastle, mooring and stern areas, bridge and superstructure.
Zelimâs own AI-powered camera technology extends these capabilities even further – helping crews and operators prevent accidents in real-time, while also providing critical forensic data during investigations.
Stewart Gregory, Zelimâs Chief Operating Officer, added: âIndia has raised the bar for ship and crew safety, not just by mandating CCTV but in setting out a comprehensive specification for camera coverage, night vision, placement, and data storage. This is about more than surveillance; itâs about smart, intelligent, AI-based detection, tracking and alerting technology fully integrated into a shipâs safety protocols. Indiaâs regulation goes significantly beyond current IMO requirements.â
Zelim believes that voluntary best practice is no longer enough, and is urging consistent global standards to improve seafarer welfare and ship safety and security.
âThe maritime industry has lagged behind sectors like aviation when it comes to adopting advanced safety technologies,â added Gregory. âWith proven situational awareness technology already available â capable of improving both incident prevention and response â a global situational awareness standard is long overdue. Indiaâs directive should act as a catalyst for other nations to adopt similar measures.â
Zelim is in direct contact with Indian authorities, including the Director General of Shipping, and the Ministry of Ports, Shipping and Waterways, and has offered technical support to ship owners and operators needing to meet the new specifications.
6. IFSMA statement
In an open letter to all governments, international organisations and the maritime industry, IFSMA has set out shipmasters global threats, trends and risks to shipping and its seafarers in the statement below.
âThe International Federation of Shipmastersâ Associations (IFSMA) was established in 1974 to uphold International Standards of Professional Competence for Shipmasters and Seafarers. It is a federation with a policy to ensure Safe Operational Practices, Preservation from Human Injury, Protection of the Marine Environment and Safety of Life and Property at Sea. In 1975,
âIFSMA was granted Consultative Status as a non-governmental, apolitical organisation at the International Maritime Organization (IMO) which enables it to represent the views and protect the interests of the worldâs serving Shipmasters unfettered and unfiltered by others. Geopolitical Instability and Its Impact on Shipping The current geopolitical climate is marked by heightened regional conflicts and tensions in critical maritime areas. Conflicts in the Middle East, Ukraine, and other regions have led to a surge in attacks on merchant vessels by State and non-State actors using conventional and hybrid means. This has led to the closure or restriction of strategic sea lanes, such as the Red Sea and the Strait of Hormuz, causing severe disruptions to global logistics, rerouting of maritime traffic, and increased operational risks.
While seafarers play an essential role in supporting global trade, they are increasingly being used as pawns within these conflicts. Resurgence of Piracy and Threats from Non-State Actors After years of decline, piracy has re-emerged as a serious threat. In 2024, vessel hijackings were again reported off the coast of Somalia. Simultaneously, terrorist and politically motivated groups are increasingly using advanced technologies, including UAVs and naval mines, making the maritime domain ever more unpredictable and dangerous. Economic Protectionism and Sanctions Rising protectionism, along with unilateral sanctions and trade restrictions, has resulted in the reconfiguration of global trade routes and maritime uncertainty, increasing pressure on shipmasters navigating restricted or sensitive regions with higher risks of vessel arrests and crew detentions on allegations of sanction violations, often without due legal process or sufficient evidence. Criminalisation of Shipmasters and Crew There is a growing trend of criminalising the actions of shipmasters and senior officers in connection with sanctioned regimes or incidents beyond their control.
This has led to a rise in vessel arrests and subsequent detentions of crew and their criminal prosecution, including holding masters criminally liable for issues such as smuggling or cargo violations of which they had no knowledge. This often leads to extended detentions without trial or a charge clearly violating international legal standards and the recently agreed IMO/ILO guidelines on fair treatment of seafarers suspected of committing a crime. Measures to fight against criminalisation are often debated, but very little is seen to make any impact. Violation of Labour Rights and Mounting Pressure on Shipmasters It has been noted that shipmasters are increasingly working under high levels of stress, facing threats of detention, prosecution, and financial penalties. They are often subject to undue pressure from port authorities, shipping and management companies, charterers and other stakeholders. These conditions severely impact decision-making and crew welfare endangering maritime safety.
Concern at IFSMA IFSMA expresses serious concern about the escalating geopolitical tensions, increasing threats to global maritime security, and the disturbing trend of the criminalisation of maritime professionals and violations of their fundamental rights. Shipmasters are on the frontline of these challenges, often required to make rapid decisions in high-risk and pressured environments that endanger not only their vessels and cargo, but also the lives of their crews. Seafarers play an essential role in supporting global trade, but they are increasingly being used as pawns within these conflicts. The COVID-19 pandemic clearly demonstrated that seafarers constitute a vital link in the global supply chain. In recognition of this fact, the IMO and ILO have formally designated seafarers as âkey workersâ. Call to Governments and International Organizations IFSMA therefore very strongly urges all Governments and International Organizations to ensure the protection of shipmasters and crews from arbitrary detention and criminalisation, commit to upholding human rights in maritime operations and establish transparent legal frameworks for port detentions and sanctions enforcement and in particular the IMO/ILO guidelines on fair treatment of seafarers suspected of committing a crime.
Call to Shipping Management Companies IFSMA very strongly urges Shipping and Management Companies to provide training on sanctionsrelated risks and ensure legal assistance and institutional support to masters and seafarers suspected of committing a crime in accordance with the IMO/ILO guidelines on fair treatment of seafarers suspected of committing a crime. Call to all maritime stakeholders IFSMA very strongly urges all maritime stakeholders to promote information-sharing on high-risk areas and support international initiatives to end the criminalisation of maritime professions. IFSMA remains committed to safeguarding the rights and safety of shipmasters and will continue to engage with key stakeholders across global shipping – including Governments, Intergovernmental and non-Governmental Organizations, National Authorities and Industry Partners to promote fair, safe, and just working conditions for maritime professionals.â
See https://www.ifsma.org Email: hq@ifsma.org.
7. Changes in marine navigation
Sperry Marine, a global leader in navigation solutions for seagoing vessels, has issued a whitepaper to explain how new S-100 standards lay the foundation for enhancing the quantity, quality and appearance of the information navigators need to ensure vessel safety, efficiency and sustainability.
VisionMaster S-100 ECDIS – A step change for marine navigationâ explains how the new S-100 framework will help free electronic chart information systems (ECDIS) software from constraints embedded in existing standards that were conceived in the 1990s. The paper offers guidance to customers on S-100âs consequences for equipment procurement, crew training and in-service systems, while also introducing Sperry Marineâs VisionMaster S-100 ECDIS to market.
The International Hydrographic Organization (IHO) has worked with industry to develop S-100 to replace existing S-52, S-57 and S-63 standards – respectively covering the way ECDIS show electronic navigation charts (ENCs), formats used for transferring hydrographic data, and cyber security verification. First phase developments focused on finalising S-100 standards for ENCs, bathymetric surface, water level information, surface currents, navigational warnings, and under keel clearance management.
âThe advent of S-100 represents the single biggest change to ECDIS since IMO adopted the revised ECDIS Performance Standards in 2006,â said Simon Cooke, Technical Manager, Sperry Marine. âThis whitepaper offers practical guidance on how shipsâ navigational and voyage management systems can realise the potential of accelerating digitalisation.â
The contemporary geospatial standards (ISO 19100) used in S-100 allow multiple navigational data layers to be presented simultaneously on a single display, while S-100 standards are also extensible so that new data products can be added as required, said Cooke.
The International Maritime Organization has revised its ECDIS performance standards to accommodate S-100. Users are free to use software conforming to the standard on a voluntary basis in new ECDIS installations from January 1, 2026, with their use scheduled to be mandatory for new ECDIS installations from January 1, 2029.
As Sperry Marineâs paper explains, however, manufacturers need type approval that S-100 ECDIS satisfies test standard IEC 61174 Edition 5, which the International Electrotechnical Commission (IEC) has yet to finalise. IMO has also not set a deadline for updating existing ECDIS installations, with hydrographic offices continuing to publish S-57 ENCs for the foreseeable future.
âExperience demonstrates that close collaboration is critical between regulators and marine technology specialists on ECDIS to ensure ship safety, efficiency, environmental responsibility, and orderly transition,â said Cooke. For good reason, Sperry Marineâs VisionMaster S-100 ECDIS will have âdual fuelâ compatibility with S-100 and S-57 standards, he added.
The first-time user of the VisionMaster S-100 ECDIS would experience new generation benefits going beyond S-100 requirements, he added, for example by allowing the navigator to see charted dangers further along planned or current routes, and to set preferences to minimise distractions from alerts while maintaining awareness of significant charted objects.
âBut, as this white paper also shows, the IMOâs 2026 milestone for voluntary S-100 ECDIS adoption is an opportunity to acknowledge the benefits these standards will bring for industry as a whole. Sperry Marine is ready to work with its customers on the timely transition to S-100 for the better of ship safety, ship performance and maritime decarbonisation.â
Download the white paper here.
8. NorthStandard appointments
NorthStandard has appointed Matt Holmes and Andrew Carter to lead its newly created Upstream Energy and Marine & Energy Liability sectors, expanding the global insurerâs specialty portfolio into adjacent markets.
Holmes and Carter join from Dale Underwriting Partners on 29 September. Holmes will head NorthStandardâs Upstream Energy sector, with Carter leading Marine & Energy Liability and reporting directly to Holmes. Both will work closely with NorthStandard’s market-leading Offshore & Renewables P&I team, led by John Croucher, to deliver integrated marine and energy solutions for Members and brokers.
âNorthStandard aims to be the marine insurer of choice. Growth and diversification are key to creating value for our membership, and these appointments mark an important step in continuing to deliver on that ambition,â said Nick Wolfe, Chief of Specialty Sectors.
Holmes, who previously led Daleâs entry into upstream energy, said âThis launch gives us the platform to build a market-leading presence, backed by the strength, service and security NorthStandard is known for.â
Carter added âWorking alongside Matt and John, we can deliver the expertise and responsiveness brokers and their clients need.â
The appointments broaden NorthStandardâs specialty offering, signalling its commitment to building long-term partnerships in marine and energy markets.
9. Energy insurance
At its annual conference in Singapore, the International Union of Marine Insurance (IUMI) reported a shift in the global offshore energy insurance landscape. Premiums for the sector declined in 2024, totalling USD4.34 billion, representing a 7.9% decrease compared with the previous year.
The reduction was most pronounced in the European market, while Japan, Malaysia, and Egypt reported stable-to-downward trends. Norway, however, stood out with a significant 27% increase in premiums.
The overall contraction in premiums has been attributed to several factors including depressed oil prices, competitive pressures and growing market capacity.
The claims environment painted a mixed picture. On a positive note, 2024 recorded very few large losses and no catastrophic events, demonstrating improved operational safety across the sector. However, attritional losses remained high, with an estimated USD 2 billion reported for the year – posing a challenge to profitability, especially in the event of a major loss. Utilisation levels are currently high at around 80%, yet retentions and deductibles have remained largely unchanged, creating potential vulnerabilities.
Melanie Raven, Chair of IUMIâs Offshore Energy Committee, expressed a note of caution: âWe are seeing a reduction in overall premium levels, combined with increased market capacity. Profitability across the sector is under pressure. With attritional losses already running high, we must remain mindful of our exposure should a significant event occur.â
Raven also highlighted a key structural shift within the industry: âOffshore energy underwriting is inherently technical, but in recent years weâve seen more commercial practices such as auto-buying and smart follow facilities entering the space. While innovation is welcome, our market must not lose the deep technical expertise that enables us to provide robust cover at sustainable pricing levels.â
Despite the challenges, there are reasons for optimism. Raven pointed to accelerating investment in offshore renewables, particularly the rapid construction of offshore wind farms in Asia. The growing role of gas as a transitional energy source is also creating new opportunities.
âFor traditional energy underwriters, the barriers to entering the green energy space are relatively low, and this is proving a positive development for many insurers,â she noted.
Finally, safety improvements continue to bolster confidence in the sector. The absence of large or catastrophic losses underscores the increased resilience of offshore operations, supported by ongoing investment from oil and gas companies.
10. Sexual misconduct
Marine insurers must take an active role in eradicating sexual misconduct at sea, delegates at the International Union of Marine Insurance (IUMI) annual conference in Singapore heard recently. Moderating the Legal & Liability Workshop, Charles Fernandez, Chair of the IUMI Legal & Liability Committee, called on the marine insurance sector to recognise its responsibility in combating this serious issue.
Women represent just 1% of the global seafaring workforce but a shocking 25% of women in maritime report having experienced physical or sexual assault.
âSadly, almost all women in maritime have experienced some form of sexual misconduct at sea, ranging from unconscious bias to full-scale assault,â said Fernandez. âSexual misconduct in any form is completely unacceptable and must be stopped. Our workshop highlighted a number of recent cases and served to bring this appalling practice to the consciousness of the marine insurance community.â
Fernandez emphasised that while marine insurers are not directly involved in vessel operations, they are a crucial part of the maritime supply chain and must use their influence to raise awareness and drive change.
âMarine insurers have a responsibility to do all they can to raise awareness of sexual misconduct at sea and to join the effort to eradicate it completely,â he stated.
The workshop heard that many offences go unreported. Some women fear damage to their reputation, career progression, or simply believe their claims would not be taken seriously.
Further complicating the issue is the fragmented legal landscape. In some cases, the law applied depends on the flag state of the vessel. In others, jurisdiction falls to the country or location where the harm was suffered. This inconsistency can make pursuing justice complex and intimidating for victims.
In most cases of sexual misconduct, shipowners could be held directly liable – particularly if there is evidence they were aware of a perpetratorâs previous history. Shipowners have a legal obligation to provide a safe working environment.
Several high-profile cases have recently come to light where victims have secured successful outcomes, resulting in significant compensation claims paid by liability insurers.
âJoining with others to prevent sexual misconduct at sea is not just the right thing to do, it is also a risk mitigation strategy,â Fernandez explained. âA number of recent cases have resulted, quite rightly, in large payouts for victims with claims being paid by insurers. As marine underwriters, we must be aware of the issue and do what we can to ensure our assureds are implementing effective safeguards and strategies to eradicate all forms of sexual misconduct.â
11. Offshore energy challenges
The International Union of Marine Insurance (IUMI) presented its analysis of the latest marine insurance market trends at its annual conference in Singapore.
The global marine insurance premium base for 2024 was reported as USD39.92 billion, representing a 1.5% increase on the previous year.
Global income was split by region: Europe 46.96%, Asia/Pacific 29.79%, Latin America 10.19%, North America 7.75%, Middle East 3.53%, Africa 1.38%.
By line of business, the largest share was commanded by transport/cargo at 57.23% followed by global hull 23.51%, offshore energy 11.71% and marine liability (other than P&I covered by IG clubs) 7.55%.
Providing some commentary on the premium income, IUMIâs Chief Analyst, Veith Huesmann said:
âWeâve seen premium income in Asia grow steadily since 2016, supported by new product lines and increasing intra-Asia trade. By contrast, Europe and Latin America appear to have plateaued since 2023. Changes in premium income tend to stem from a rise in global trade (for cargo) coupled with increases in vessel values (for hull) or an uptick in the oil price encouraging more activity in the offshore energy sector, although this hasnât been the case in 2024. Geopolitical instability will impact specific regions, of course. Added to this, general market conditions, specifically capacity, will also have an effect and 2024 saw more capacity enter all markets.
The other side of the coin is the claims environment which continues to be relatively benign and this has translated into a good performance – in terms of loss ratios – for the hull and cargo business lines. However, the perennial challenges of ever-larger vessels, net-zero, mis-declared cargoes, accumulations, vessels fires and high-risk zones remain.â
Cargo continues to dominate global marine insurance premiums accounting for US$22.64 bn in 2024, an uplift of 1.6% from last year. Premiums are largely driven by global trade activity as well as movements in asset and commodity prices. The oil price in particular plays a dual role: it is both a key product and a major source of revenue, influencing both cargo and offshore energy insurance.
Cargo premiums remain heavily influenced by the Chinese market which is being driven by e-commerce and return-insurance schemes. Europe (37.68%), traditionally the leading cargo market, is now experiencing a slight decline, while Asia/Pacific (35.15%) continues to rise. As a result, the gap between the two markets is narrowing.
Loss ratios for cargo have been improving steadily since 2018 which is encouraging new capacity into the market. In 2023 and 2024, Europe reported exceptionally low loss ratios, while Latin America remained at an average of 40â50%. In the US, a small number of companies reported poor results, pushing the brown water market average to around 50â60%.
An absence of any major catastrophic loss in 2024 coupled with containable attritional losses have contributed to a stable cargo market. However, the impact of the current economic and political uncertainties is yet to be seen.
The Ocean Hull sector reported global premiums of USD9.67 bn representing a 3.5% increase from the previous year. The dominance of the European hull market (52.91%)Â over other regions remains significant and the gap between Europe and Asia continues to widen.
Several European countries reported notable premium growth in 2024 partly strongly influenced by swinging exchange rates: Turkey recorded an increase of more than 30%, the Nordics reported a stable 5% rise and Russia â which is included in the European reporting â announced growth of 15% as a consequence of imposed sanctions. In Asia, China reported 9% growth in hull premiums. However, the overall trend for Asia over the past year has flattened, with Chinese performance partly compensating for weaker results in other Asian markets such as India, Singapore and Japan. This can be explained by the fact that many newbuilds delivered from China are typically insured locally.
In Europe, the average loss ratio has remained relatively stable at around 60â65% since 2021. Cost inflation, deductible structures and premium developments continue to shape these figures. For a deeper analysis, reference can be made to the IUMI Hull Inflation Index at www.iumi.com .
New capacity in the hull market is also having an impact, not only for the core product but also for auxiliary covers such as loss of hire. Geopolitical tensions, which force re-routing of global trade, are temporarily relieving supply-side constraints.
The ageing of the global fleet presents additional challenges. Delayed scrapping leads to older tonnage remaining in service which, in turn, raises the frequency of machinery claims. Fires on car carriers and container vessels also continue to be a major issue for hull and cargo insurers. Emerging factors such as the introduction of alternative fuels, new technologies such as 3D-printed spare parts present fresh underwriting challenges. Growing inflation of costs further contributes to higher probabilities of constructive total losses.
Global premiums in the Offshore Energy market were reported as USD4.34 bn in 2024, a 7.9% reduction on 2023. The UK market continued to dominate with a global premium share of 67.33%.
This market continues to suffer from a prolonged soft cycle, now in its fifth to sixth year. The decline in 2024 European premium figures is mainly due to non-renewals and reduced new business in the UK, volumes reported by markets such as Japan, Malaysia and Egypt show a stable to downward trend. The Nordic market shows resilience and reports a 27% increase while Nigeria stands out with a 40% decline due to removal of petrol subsidies, liberalisation of the foreign exchange market and change of fixed to floating exchange rates by the Central Bank. While 2024 saw no major claims, attritional losses remain the main concern. Oil prices are showing signs of stabilising at around USD 60â70 per barrel as OPEC+ begins to unwind its voluntary production cuts of 2.2million barrels/day in six instead of 18 months.
Summarising, Jun Lin, Chair of the IUMI Facts & Figures Committee said:
“The marine insurance sector is relatively stable but faces some strong headwinds, with geopolitical and trade tensions creating an unprecedented level of uncertainty across global trade. While growth in seaborne trade has slowed â partly due to tariffs and a normalisation following the extraordinary demand surge in 2024 â it is encouraging to see growth in cleaner fuel volumes outpacing those of fossil fuels.
Whilst tariffs are having an impact, put in context, they are currently affecting less than 4% of global trade.
Interest rates globally have already started to fall and the consequent reduction in inflation will likely impact overall profitability for most insurers. Similarly, the weakening US dollar will squeeze top line premium income and add to claims costs for those insurers paying out in non-US dollar currencies.
At the same time, an ageing global fleet presents growing challenges, from machinery failures to increased maintenance demands and seafarer well-being. Claims were relatively benign in 2023 and 2024 but this year has seen an uptick particularly in groundings, large vessel fires and, of course, war-related losses.
The relatively weak oil price continues to impact offshore energy prices and, consequently, insurance premiums. There has been a substantial pull-back in capex spend, particularly in the Middle East. Weâve also seen a dip in investment in offshore wind projects in 2024 but spend is expected to pick up this year and over the coming years.â
The full presentation is available to download from https://www.iumi.com
12. Condition monitoring
Condition monitoring specialist CM Technologies (CMT) has warned that the recent spike in fuel quality problems at major bunkering hubs is creating fresh operational risks for shipowners and underlines the need for more rigorous real-time monitoring on board.
Reports from Bureau Veritas VeriFuel, VPS, FOBAS have indicated that very low sulphur fuel oil (VLSFO) supplied in Amsterdam-Rotterdam-Antwerp (ARA), Skagen and Piraeus contained higher than expected levels of catalytic fines, sediment and/or viscosity.
Independent data showed in the ARA region alone more than half of all VLSFO samples tested in 2Q 2025 were off-spec due to excessive sediment, up sharply from 43% in the first quarter. Skagen recorded 84% of samples testing off-spec, while in Piraeus one in eight VLSFO deliveries failed to meet specification.Global analyses also point to persistent problems in other hubs, with off-spec fuels reported in Houston and Antwerp and compliance concerns linked to poor blending and barge contamination.
One market analyst reported in January 2025 that more than 45% of the global VLSFO supply does not meet the RM380 grade ISO standards introduced in 2024.
âBunkering with off-spec fuel continues to be a real issue,â says David FuhlbrĂźgge, Managing Director, CM Technologies. âThe transition from traditional fuel oils to VLSFO has created ongoing problems for ship operators, with fuel quality issues becoming a persistent concern across major bunkering hubs since the introduction of the fuel more than ten years ago.â
Analysis points to persistent fuel issues that can be offset with easy, on-site testing capabilities that can quickly assess fuel quality before it enters the engine.
âWithout robust monitoring, operators are exposing themselves to serious operational and financial risks,â FuhlbrĂźgge says. âOur role is to provide crews with precise and practical instruments that can flag issues in real time, preventing engine failures and costly delays.â
Catalytic fines in particular present an immediate threat to critical components, acting like microscopic sandpaper on injectors and pumps. Sediment, sludge and wax formation increase the risk of clogged filters and purifiers, while abnormally high viscosity disrupts combustion and raises fuel consumption. Inconsistent fuel quality can rapidly undermine even the most carefully planned maintenance schedules and compromise a vesselâs emissions performance.
CMT says wax formation when low viscosity VLSFO is stored in temperatures above 21 °C is particular problem.
CMT provides test kits, sensors and laboratory services for monitoring and evaluating fuel quality. Portable tools for measuring cat fines, viscosity, density, acid number, wax and other insolubles are among the companyâs most widely used devices. They are engineered for fast and reliable results on board, allowing engineers to act quickly when fuel samples do not meet expectations.
âReliable data is the only defence against unexpected fuel behaviour,â FuhlbrĂźgge says. âCrews need immediate, accurate results they can trust, whether they are screening for cat fines, measuring viscosity or checking sediment levels. By identifying problems early, operators can take corrective action before fuel-related issues cause serious damage.â
The consequences of poor or non-existent monitoring extend beyond equipment wear. Unplanned stoppages and repairs carry major commercial implications, from off-hire penalties to charter party disputes. With increasing pressure on shipowners to maintain high utilisation while cutting emissions, any disruption linked to fuel quality undermines both operational and environmental performance.
CM Technologies emphasised that monitoring should be viewed as an ongoing process rather than a one-time precaution. On-site analysis provides rapid initial screening, while laboratory services confirm results and enable long-term trend evaluation. By combining both approaches, operators can identify risks immediately while building a clear picture of fuel performance over time.
With reports pointing to continued instability in VLSFO supply and evidence of similar issues in other global hubs, CM Technologies believes the bunker industry should have a more effective governing body with a mandate to establish comprehensive regulatory control over bunker quality and compatibility.
FuhlbrĂźgge says: âVLSFO is a persistent problem for ship managers and charterers. Operators must know exactly what is going into their tanks. Effective monitoring onboard and at the bunkering port is the only way to protect machinery, safeguard operations and preserve reliability.
Notices and Miscellany
The 28th International Tug & Salvage Convention, Exhibition & Awards 19-21 May 2026 | Gothenburg, Sweden
In association with Caterpillar, the 28th International Tug & Salvage Convention, Exhibition & Awards (ITS 2026) will be held in Scandinavia for the first time, gathering the global tug, towage, and salvage industry in Gothenburg, Sweden.
From 19-21 May 2026, ITS 2026 offers the perfect opportunity to discover cutting-edge developments at the exhibition, build lasting connections with industry peers and honour outstanding achievements at the ITS 2026 Awards, presented during the ITS Gala Dinner.
E-mail: indrit.kruja@rivieramm.com
Please notify the Editor of your appointments, promotions, new office openings and other important happenings: contactus@themaritimeadvocate.com
And finally,
With thanks to Paul Dixon
An old man walks into the University Offices and says “I’d like to enrol for a Latin course.”
The Dean looks at him and asks rather coyly, “How old are you, Sir?”
“Ninety-three” is the reply.
“Then why do you want to learn Latin, at your time in life?”
“Well” the man explains “I realise I haven’t got long for this world, but if I go to Heaven I’d like to be able to speak to God and the Angels in their own language, and I’d feel more comfortable if I knew some Latin.”
The Dean thinks, and then asks “But what if you don’t go to Heaven but go to – you know – the other place?”
“That’s alright, I can already speak American.”