1. Casualty consequences
2. Tony Nunn
3. Investment opportunities
4. Blue economy
5. Vulnerable ocean workers
6. Safe ammonia discharge
7. UKHO appointment
8. Fair treatment
9. Year of the seafarer
10. Safe ship recycling
11. Battery rules
12. AI concerns
13. Tony Vlasto MBE
14. ISU statistics
15. Search and rescue
Notices & Miscellany
Readersâ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Casualty consequences
By Michael Grey
In the event of a maritime casualty a sensible reaction would be, after the immediate threats to life and property have been dealt with, to inquire into what happened and why, and how such circumstances might be prevented from recurring. But increasingly, in this querulous age, where the word âaccidentâ is scarcely recognised, an initial question will be forcefully interposed before these important stages can take place. âWho is to blame?â
And following on from this, what criminal charges can be brought against anyone who might have been involved with the casualty? The trouble with this approach is that focussing on the matter of blame, with its common corollaries of guilt and punishment, can completely obscure the question of why something happened and what important lessons can be learned. Root causes, and the often intricate web of causal characteristics, may go completely undiscovered by the authorities, whose motivation is only to determine what criminal laws might have been transgressed. None of this constitutes an original thought, but has come to mind with the unfortunate series of accidents off the coast of India.
With the sinking of the containership MSC Elsa 3 followed by the fatal explosions and fire on the containership Wan Hai 503, in which four crew members were lost. Rather further from the coast was the foundering of the bulker Run Fun 3, whose crew was quickly picked up by another vessel from their life rafts and taken to safety. The Indian Coastguard were quickly on the scene with both containership incidents and were highly active in attempting to contain the fire, while towing the burning ship further from the coast. The Wan Hai 503 incident appeared truly terrifying, with a whole series of explosions amidships and fires quickly consuming the whole deck cargo. Some 40 boxes were lost over the side and several, with their invariably polluting and hazardous contents, have ended up on the coast of Kerala. Similar losses of boxes were experienced with the sunken vessel.
Meanwhile, cargo interests, who claim to have experienced a serious financial loss on the MSC ship, have arrested another vessel from the same company which happened to be in an Indian port. In all, it is a bit of a mess, and it might seem perfectly excusable for the authorities, whose coastline and resources have been hazarded, to have lost any tolerance to marine casualties and have been busily arresting and charging both senior surviving officers from the ship and company officials. Prosecutions might be expected, which is a procedure which has become increasingly common after any casualties, whether they involve loss of life or pollution from lost cargo.
The logic of detaining and prosecuting the captain of a container ship because of an explosion of cargo contained in a box of which he or she had very limited knowledge, has been explored on numerous occasions, without any satisfactory resolution, but it is unlikely to inhibit those anxious to find someone to blame. âSo often in the past, the need to pin the blame on one person completely overlooks the real reasons why things go wrong.â This is clearly not an observation confined to the past although it was written by the former Chief Inspector of the UK Marine Accident Investigation Branch John Lang, in the context of his thoughtful book Titanic. Published in 2012, after he had left his role with the MAIB, Admiral Lang sought to expose the loss of the worldâs most notorious liner to the modern procedures of the very best of maritime accident investigation.
It is a book* which ought to be read and re-read by any maritime professional for its strangely contemporary lessons. He, a professional who came to accident investigation after a career in both the Merchant and Royal Navy, has singular views about the way in which the forces of law and order can shoulder their way into an accident investigation and both cloud and delay its important conclusions.
He suggests that the strategies developed by the MAIB, and a few sensible organisations which use such procedures, provide the independent and government-funded investigative body âwith primacy for the gathering of information and conducts its interviews in private.â Their statements are not made on oath and cannot be used in evidence against them. You might reasonably put yourself in the position of a shipâs officer and ask yourself whether you would be more amenable to revealing the circumstances of an incident to a fellow professional in such circumstances, or be faced with a judicial procedure with police officers who probably have little or no knowledge of the marine environment and are only interested in determining whether there are grounds for prosecution.
John Lang again -âa growing tendency for some marine administrations to bring criminal charges on the grounds that such draconian actions will deter others from making the same âmistakeâ.â In the interval that has passed since he published his book, the prosecutors, rather than those who want to know why something happened, and to prevent it happening again, seem to have been in the ascendancy. *Titanic â a fresh look at the evidence – by John Lang- was published by Seafarer Books (Rowman & Littlefield Publishers Inc.)
Michael Grey is former editor of Lloydâs List.
2. Tony Nunn
It is sad to record the death, at the age of 97 of Tony Nunn, a notable personality in the world of maritime insurance, doubly significant as Britainâs oldest living Olympic medallist, having played hockey for his country in the 1951 Helsinki games, writes Michael Grey. His funeral in Sussex earlier this month reflected his sporting achievements and many years of support for his old school Haileybury, where his sporting enthusiasm was nurtured.
His professional career in marine insurance began in 1948 and he was eventually to become chairman of the Institute of London Underwriters, chairman of the Joint Hull Committee, chairman of the Salvage Association, and IUMI chairman. He was an enormously approachable person giving great encouragement to young people and unusually willing to talk to any questing journalist. As a senior figure in the sector, he became a considerable force for marine safety at a time when sub-standard shipping and too many sinkings were becoming a stain on the maritime world.
Tony Nunn was a powerful voice urging the marine insurers to take a more proactive approach to encourage better quality ships and ask more searching questions about both ships and their management, before insuring them. He was appointed OBE for services to the marine insurance industry. Delightful man, much missed.
3. Investment opportunities
Despite Chinaâs dominant position in securing commodities across Africa, there are still many opportunities to invest in mines, bulk markets and logistics services, said Capt. Pappu Sastry, CEO of ASL, speaking at the Asia Dry Bulk Cargo Summit at Drycon in Mumbai recently.
âChina is very aggressive and successful at securing resources across Africa, but there are 54 individual countries across the continent and many opportunities to invest in mining and logistics,â he told delegates.
The continuing increase in demand for bauxite and other commodities in China and India means that export volumes of many minerals are rising in West Africa. In 2015, exports of bauxite from Guinea to China were 300,000 tonnes, in 2025 the forecast is that figure will be 145 million tonnes, Capt. Sastry told delegates.
âFor a bauxite mine of 500 sq. kms there is an investment of between US $5 million and US$ 10 million and when it comes to production, we can help structure finance so that Capex can be converted into Opex.If you can control your own bauxite, you can control your own shipping.â
ASL partners with African Bulk Shipping (ABS) headed by Daasebre Akuamoah Boateng III who is the Paramount Chief of Kwahu Traditional Area in Ghana. Daasebre also attended and spoke at Drycon in Mumbai and highlighted the bulk shipping opportunities within West Africa and from/to Africa in general.
He enumerated the mining and mineral opportunities across the West African Region, the current deficiency and need for logistics infrastructure and the strategic potential to be generated by developing the inland waterway system. Daasebre reiterated the growing demand by African leaders for some form of origination value addition which is also being amplified by global sustainability energy efficiency demands on shipping fleets. Daasebre gave some general guidelines for Indian Ship Owners to be able to enter African markets and particularly emphasised that the Indian shipping community should look at forming partnerships across the entire mining/shipping/trading value chain to spearhead the drive into Africa. Also,leveraging on the family oriented lifestyle of the Indian community, they should critically consider creating local partnerships and wealth for communities in which they explore minerals to maximise the long term support and security from local communities.
4. Blue economy
Bureau Veritas Marine & Offshore (BV) has recently published a new book, âToward a Sustainable Blue Economyâ, in which Matthieu de Tugny highlights the need for the industry to reframe how the global fleet is financed, fuelled, and operated if its decarbonisation goals are to be achieved.
The sequel to BVâs âShaping a Better Maritime Worldâ, published in 2022, Matthieu de Tugnyâs new book charts the progress made over the last five years that has seen the industry embrace new technologies that hold the potential to greatly reduce shippingâs carbon emissions. However, in spite of this progress, the industryâs infrastructure, processes, and practices remain grounded in the availability and predictable pricing of fuel oil, which greatly inhibits its ability to transition away from fossil fuels.
Todayâs ocean economy is worth over $2.2 trillion and supports over 600 million jobs worldwide in its own right. As part of Matthieu de Tugnyâs vision for industry change, he highlights the need to depart from the risk-averse approach that underpins shippingâs financial systems. He calls for a more dynamic focus on green financing that directly links capital to climate performance, whilst engaging in unprecedented levels of collaboration with industry partners and wider stakeholders, to challenge established operational models.
Matthieu de Tugny, EVP, Bureau Veritas, said: âWe need to combine big thinking with pragmatic execution. The maritime industry is having to contend with a period of unprecedented uncertainty as it works to reduce its carbon emissions, but achieving a sustainable blue economy extends beyond simply decarbonizing shipping. It will require a holistic approach to reinvent the systems, processes, and infrastructure that is heavily reliant on fossil fuels combined with often small, pragmatic actions to realize our ambitions.
âBVâs priority is the protection of seafarers and the environment, which means supporting the development of technologies and innovative systems to support seafarer safety and to help to mitigate the impact of maritime operations on the natural environment. A great example is the industryâs work to tackle plastic pollution. This is one of the most pressing issues impacting the marine environment, with 199 million tons of plastic adrift in our oceans. To address shippingâs role, AI technology is being deployed to track industrial fishing gear lost at sea, whilst class societies such as BV have developed rules, services and software to support complex container lashings. But most excitingly, a new market is emerging for marine-based plastic substitutes. By developing biodegradable alternatives from seaweed, algae and other sources, this solution demonstrates the creativity and fresh thinking that is needed across so many of shippingâs challenges.
âDuring this period of transition, the role of classification societies is also shifting, from providing industry assurance to acting as enablers of the unprecedented level of collaboration required to drive fundamental change, below and above the waterline, to protect the health of our oceans and planet.â
In a wide-ranging intervention that explores shippingâs role as a custodian of the oceans at a time when the maritime landscape faces significant environmental challenges, Toward a Sustainable Blue Economy is both a roadmap and a rallying cry for the maritime industry to adapt, in order to unlock its sustainable future.
To read Toward a Sustainable Blue Economy, follow the link here:
https://marine-offshore.bureauveritas.com/newsroom/toward-sustainable-blue-economy
5. Vulnerable ocean workers
A global safety charity is calling for ocean workers to be recognised as a frontline group when it comes to the impacts of climate change.
According to Lloydâs Register Foundationâs latest World Risk Poll Focus On report, Risk perceptions and experiences of ocean workers, ocean workers are among one of the most vulnerable demographics in the face of climate change, with 80% of them saying they are worried about being seriously harmed by severe weather.
The report is based on new analysis of data from the 2024 World Risk Poll, powered by Gallup, which surveyed 147,000 people across 142 countries.
When asked what the greatest source of risk to their safety in daily life is, ocean workers were almost three times as likely to name climate change as workers across other industries (17%, compared to 6%).
Lloydâs Register Foundation also found that ocean workers have experienced more harm from severe weather than any other group of workers. One third (33%) of ocean workers reported having personally experienced serious harm from severe weather in the last two years, compared to 20% of other workers. These statistics reflect the fact that, unlike many in the general workforce, ocean workers face direct exposure to the increasing intensity of severe weather events, from storms to unpredictable ocean conditions.
The report further highlights ocean workers as an already vulnerable demographic, and found they have the highest personal experience of workplace harm compared with other sectors. A quarter (25%) of ocean workers reported experiencing harm from their work in the past two years, compared to 18% of other workers.
Worryingly, despite high rates of harm, too few ocean workers have received occupational safety and health (OSH) training. Over two thirds (68%) of ocean workers said they never have, while only a quarter (25%) have received recent training (in the last two years).
With evidence that ocean workers face the most harm from climate change and do not have sufficient OSH training, the Foundation is calling for ocean workers to be acknowledged as frontline workers when it comes to climate change.
Nancy Hey, Director of Evidence and Insight at Lloydâs Register Foundation, said: âClimate change is undeniably reshaping our world, leading to more frequent, and more severe weather events. While this will impact us all, there are sectors of the global workforce which feel its impacts more severely. That makes it all the more concerning that those same workers are not receiving the vital OSH training they need to keep themselves, and their colleagues, safe.â
The Foundation is now calling on governments and stakeholders in ocean industries to ensure that national and international climate adaptation policies include specific provisions for the safety and wellbeing of ocean workers.
Hey added: âIt is imperative that we prioritise OSH training for ocean workers and change the assumption that this must only be done once. Training is a continuous process, not a one-off event, which requires adequate funding and widespread industry support.
âStronger safety standards must be tailored to the unique challenges of working on, or near, the water, including protections against severe weather and isolation-related stress. Without them, ocean workers, who play such a pivotal role in our global economy, will be at increasingly heightened risk as our climate continues to change.â
âHowever, their frontline status means ocean workers will also have knowledge and expertise on how we can safely adapt to climate change, and this is learning we should look to draw on in other sectors as they are also put under increasing climate-related stress.â
6. Safe discharge of ammonia
KR (Korean Register) has officially launched a joint working group to establish international standards for the safe discharge of toxic ammonia effluent generated from ammonia-fuelled ships. The initiative brings together Korean major shipbuildersâHD Hyundai Heavy Industries (HD HHI), HD Korea Shipbuilding & Offshore Engineering (HD KSOE), HD Hyundai Samho, Samsung Heavy Industries (SHI), and Hanwha Oceanâas well as the Korea Testing & Research Institute (KTR), a national certification body.
Ammonia is gaining global attention as a promising zero-carbon alternative fuel. However, due to its high toxicity and potential risks to the marine environment, specific international safety standards for its use are urgently needed. In particular, there are currently no established guidelines for managing the ammonia effluent generated from wet treatment systems on ammonia-fueled vessels, creating significant technical and operational uncertainty in ship design and operation.
The joint working group aims to develop international standards for the storage, treatment, and discharge of ammonia effluent from ships and formally propose them to the International Maritime Organization (IMO) through the Korean government.
This initiative follows a 2024 proposal to the IMO by KR, in cooperation with the Korean government, which first raised the need to develop guidelines for the management of ammonia effluent from ammonia-fueled ships. The proposal was officially approved at the 83rd session of the IMOâs Marine Environment Protection Committee (MEPC 83) in April 2025. The joint working group plans to submit draft guidelines to the IMO in 2026 and spearhead international discussions on the matter.
7. UKHO appointment
The UKHO has appointed Vanessa Blake as its Chief Executive. Blake, who has been Interim Chief Executive since May 2024, will continue to lead the world-leading centre for hydrography on a permanent basis, guiding its mission to provide quality, innovative navigation solutions to support safe, secure and thriving oceans.
âIâm honoured to continue leading the UK Hydrographic Office as Chief Executive at such a pivotal time for our industry. Our customers in defence, commercial shipping and around the world are not only looking for dataâtheyâre looking for trusted advice, guidance and support as they navigate an increasingly complex maritime landscape.
âMy focus is to work alongside my colleagues in ensuring the UKHO delivers its vision to be the beacon for quality, innovative maritime navigation solutions, trusted by customers and partners worldwide. We will continue to support safe, secure and thriving oceans, while playing our critical role in delivering the defence plan to make our country secure at home and strong abroad. We remain committed to delivering value for our customers and the global hydrographic community, as a proactive and collaborative partner.â
8. Fair treatment
Seafarers detained in connection with their professional duties must be treated fairly and with dignity, with full respect for their human rights, high level participants from the International Maritime Organization (IMO), International Labour Organization (ILO), International Chamber of Shipping (ICS), and International Transport Workersâ Federation (ITF) have urged, following a joint event at IMO Headquarters in London, United Kingdom.
Participants urged commitment to due process and the fair treatment of seafarers to allow them to be swiftly repatriated to their families in accordance with the IMO/ILO Guidelines, acknowledging that unfair criminalization of seafarers continues to be of significant concern to seafarers and the wider industry, and reduces industry confidence.
âGlobal trade depends on the people – the seafarers â who are onboard ships day in, day out. The well-being of seafarers must remain a shared global priority. Stronger legal protections, increased awareness, and continued collaboration across the maritime community are essential,â said IMO Secretary-General Arsenio Dominguez.
âRatification and enforcement of the MLC are crucial to protect seafarers against criminalization. Letâs continue to join forces to ensure that good practices on the implementation of the IMO/ILO guidelines are shared and prosecutors and judges are made aware of the particularities of the work of seafarers, essential to ensure their fair treatment. ILO remains committed to use all the mechanisms at its disposal to support seafarers faced with these dreadful situations.â said Ms Corinne Vargha, ILO Director, International Labour Standards Department.
âI look forward to carrying on the vital work that my predecessor Guy Platten has been leading and continuing to collaborate with our partners at the IMO, ILO and ITF â it is of the utmost importance. Strengthened cooperation across the maritime industry is vital to safeguard our seafarers against unfair criminalisation â seafarers should not be the victims of such actions and must be supported. This is for the betterment of the whole maritime sector and the movement of global trade,â said Thomas Kazakos, Secretary General of the International Chamber of Shipping.
âSeafarer criminalisation is a growing crisis that demands urgent and coordinated action. We need to move beyond policy and into implementation because while the Guidelines exist, too many governments are still falling short. As industry leaders, we have a shared responsibility to push for enforcement, to collect the data, and to hold the industry accountable. This crisis demands joint, sustained action from all industry stakeholders to ensure seafarers are treated fairly and protected. The power to protect seafarers lies in our joint voice, with the IMO, ILO, ICS and ITF united â we can drive the change that seafarers need and deserve,” said Mr Stephen Cotton, ITF General Secretary.
The event heard case studies from people directly involved in cases including from the seafarer, port, supply chain and shipowner perspective.
IMO and ILO, with the support of industry partners in the ILOâIMO Tripartite Working Group, have adopted Guidelines on Fair Treatment of Seafarers Detained in Connection with Alleged Crimes. The guidelines were approved by the IMO Legal Committee (LEG 112) in April. They cover issues related to due process, protection from arbitrary detention, coercion or intimidation, and ensuring that wages, medical care and repatriation rights should remain intact during any legal proceedings. They aim to improve coordination among countries, including port States, flag States, coastal States, States of which the seafarer is a national, as well as shipowners and seafarers.
Participants urged further practical and concrete outcomes, including robust policies, targeted training programmes, enhanced enforcement and monitoring, and the sharing of best practices across jurisdictions.
â˘Â   Judiciary Engagement: Recognizing that many judicial systems may lack the expertise to handle maritime cases swiftly and fairly, participants encouraged the training of judicial authorities in maritime law and seafarersâ rights to ensure timely and just outcomes.
â˘Â   Stronger Industry Coordination: Emphasis was placed on greater coordination between Member States and industry to enable consistent implementation of legal protections and to support the rapid release and repatriation of detained seafarers.
â˘Â   Role of Insurers: Insurers, including P & I Clubs, were urged to provide legal support coverage and uphold seafarersâ welfare in cases of unfair treatment of seafarers.
â˘Â   Logistics and supply chain stability: Participants highlighted how seafarer criminalization disrupts crew changes, undermines maritime reliability, and creates reputational and operational risks throughout the global supply chain. Maritime and logistics companies were urged to: support clear protection protocols; advocate for consistent treatment across jurisdictions; invest in awareness and welfare initiatives across shipping and port networks.
Addressing seafarer abandonment and detention-related costs: There was strong consensus that seafarers – key workers essential to global trade – must not bear the burden of legal uncertainty, detention, or abandonment due to systemic gaps or negligence.
9. Year of the seafarer
On 25 June, the International Maritime Organization (IMO) led the global celebration of the Day of the Seafarer â a day designated by the United Nations to recognize the critical role seafarers play in global trade, security, and the flow of essential goods.
This year, the theme #MyHarassmentFreeShip calls attention to the urgent need to eliminate bullying and harassment in the maritime industry and to foster a culture of dignity, safety, and inclusion onboard every vessel.
The campaign calls on everyone to stand together to build a maritime industry where every seafarer feels protected, valued, and respected; and where every ship is a harassment-free ship.
“Seafarers form a remarkable global workforce that calls ships their place of work. It is a unique, exciting and demanding environmentâone that must be free from violence and harassment,” said IMO Secretary-General Arsenio Dominguez.
“This year’s Day of the Seafarer launches the ‘My Harassment-Free Ship’ campaign, highlighting what we can all do to foster a culture of zero tolerance. IMO is taking action, and we invite all stakeholders to join us in this movement. No one should feel alone in their struggle.”
The campaign seeks to:
- Raise awareness about the reality of harassment at sea;
- Promote proactive industry action to implement zero-tolerance policies;
- Encourage reporting and accountability through safe, accessible channels;
- Equip seafarers with the support and training needed to navigate and address incidents of harassment.
This year’s campaign acknowledges that fostering a culture of respect must be a shared responsibility – among governments, shipping companies, maritime training institutions, and seafarers themselves.
The IMO is taking concrete steps to tackle harassment in the maritime workplace. Starting 1 January 2026, mandatory training on the prevention of harassment, including sexual assault and sexual harassment, will be required under the Standards of Training, Certification and Watchkeeping for Seafarers (STCW) Code. The amendments were adopted in 2024, marking a significant milestone in strengthening protections for seafarers and reflecting IMO’s commitment to systemic change through policy reform and global cooperation.
âWe have taken a decisive step to amend the STCW Code, mandating training for all seafarers on preventing and addressing violence and harassment,” said Secretary-General Dominguez.
To bring the message directly to the global seafaring community, a diverse group of seafarer social media influencers – whose combined followings reach hundreds of thousands – are using their voices as maritime professionals to promote the values of dignity, respect, and zero tolerance for harassment.
“There should be ZERO tolerance for abuse. Every seafarer deserves respect ” said Romeeta Bundela, a 2nd Electro Technical Officer at Carnival Cruises.
“Don’t allow anyone to treat you any less than what you’re worth. Work hard, have integrity, and rememberârespect goes both ways,” added RebeccaTaylor-Neale, who works as a 1st Officer at HX Hurtigruten Expeditions.
A key new initiative is the launch of an Interactive World Map, which highlights reporting channels, national policies, and support systems by flag state. This tool is designed to empower seafarers to access help, wherever they are in the world, and to promote transparency in the maritime response to harassment.
Get involved
Everyone in the maritime sector is invited to support this year’s campaign by:
- Sharing stories and experiences that promote a culture of respect at sea;
- Posting on social media using the hashtag #MyHarassmentFreeShip;
- Encouraging proactive steps by companies and governments to ensure training, accountability, and inclusive workplace practices.
10. London remembering: the Mareva Injunction
From 26 June 2025, ships at the end of their operational lives must be recycled in a safe and environmentally sustainable way.
The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships entered into force on 26 June 2025, establishing mandatory regulations to govern the way ships are recycled.
The Hong Kong Convention, developed under the auspices of the International Maritime Organization (IMO), covers the following:
- design, construction, operation and preparation of ships to support safe and environmentally sound recycling;
- operation of ship recycling facilities; and
- appropriate enforcement mechanisms, including survey, authorization, certification, inspection and reporting requirements.
IMO Secretary-General Arsenio Dominguez said:
âThe entry into force of the Hong Kong Convention this year marks a watershed moment in our shared objective to promote sustainable and safe ship recycling practices globally. This achievement reflects years of dedicated work and will renew out drive to safeguard human health and the environment in this critical industry.â
Most ships are recycled when they are taken out of operation, with almost all materials and equipment from the ship being re-used or recycled. The Hong Kong Convention addresses key environmental, occupational health, and safety risks involved in the recycling of ships, while distributing responsibilities and obligations across relevant stakeholders – shipowners, ship building yards, ship recycling facilities, flag States, port States and recycling States.
Among other measures, the Convention:
â˘Â   prohibits or restricts the installation or use of hazardous materials on ships, such as asbestos, polychlorinated biphenyls, ozone-depleting substances, and anti-fouling compounds and systems containing organotin compounds or cybutryne;
â˘Â   requires detailed inventories of hazardous materials;
â˘Â   outlines requirements for ship recycling facility operations, including working conditions at ship recycling yards; and
â˘Â   sets out robust mechanisms for certification, compliance and enforcement.
To support developing countries, IMO has organized various workshops on ship recycling to raise awareness of the Convention internationally. In addition, IMO has been actively working with countries to help build their capacity and establish the conditions that will enable them to ratify and effectively implement the Convention.
This includes the ongoing project on Safe and Environmentally Sound Ship Recycling (SENSREC Project), established with financial support from the Government of Norway. The project provides comprehensive support to countries, ranging from policy alignment, creation of institutional mechanisms and governance systems, to capacity development related to sustainable technical, social and environmental practices.
SENSREC is currently active in Bangladesh and Pakistan.
11. Battery rules
New EU state-aid rules are a setback for the European cleantech and battery industry, green group T&E has said. The rules maintain a ban on production aid â subsidies for each unit actually produced â despite the US using similar aid to successfully build a battery industry from scratch and overtake Europeâs.
The new rules (known as CISAF) allow governments to take equity in cleantech companies, ease aid to projects vetted by the EU Innovation Fund, and suggest that aid for foreign investment in the automotive sector will be conditional on IP and skills transfer. But T&E said this is not an adequate solution to the lack of competitiveness of EU cleantech manufacturing. CISAF remains based on complex, project-by-project and opaque aid procedures.
T&E said the Commission still has the opportunity to design impactful EU-wide support schemes under the âŹ1.8bn still earmarked for batteries under the Innovation Fund later in 2025, or in the Competitiveness Fund in the next EU budget. But the new funding cycle will only start in 2028, when itâs unclear if there will still be many European cleantech players to support.
The new rules allow state aid for types of hydrogen that are at odds with the EUâs climate ambition, T&E said. Member states will be able to support projects producing hydrogen from fossil gas. This risks prolonging the financing of the fossil fuel industry at the expense of real decarbonisation and hampering the uptake of green hydrogen needed for aviation and shipping fuels.
12. AI concerns
In a recent edition of London Calling Brian Perrott and Gian Marco Zuccarelli of HFW consider the use of AI.
Two cases, Ayinde and Haringey and Al-Haroun and Qatar, were referred to the Divisional Court and listed together under the Court’s Hamid jurisdiction, the Court’s power to regulate its own procedures and enforce duties owed by lawyers. The referrals arose from the actual or suspected use by lawyers of AI tools, which resulted in false information (e.g. fabricated citations or quotations) being put before the Court.
In the Ayinde and Haringey case, a pupil barrister and a legal charity were sanctioned for citing five non-existent cases. Wasted costs orders were imposed, and both were referred to their respective regulators, HFW explains.
In the Al-Haroun and Qatar case, a solicitor relied on legal research conducted by his client with the aid of AI, resulting in eighteen fictitious citations. The Court found that the solicitor failed to check the material submitted and stressed that ensuring its accuracy is a core professional duty. As a result, the solicitor was referred to the Solicitors Regulation Authority.
In both cases, the Court declined to initiate contempt proceedings but made clear that future cases may not be treated so leniently.
âThe Court noted that while AI may be a powerful tool, it is no substitute for professional judgment. Lawyers who rely on AI-generated content must verify it rigorously against authoritative legal sources before using it in the course of their professional work.
âThe Court set out the potential consequences of submitting fake citations. These include, amongst other sanctions, the possibility of a criminal investigation as well as a finding of contempt of court. The misuse of AI in legal practice is not a technical misstep, it is a serious professional failing that the Courts will not tolerate and that may carry severe legal and reputational consequences. The use of AI in legal practice must be accompanied by human supervision and professional responsibility. The integrity of the justice system depends on it.
âThe Bar Council, Law Society, and Inns of Court (who were sent a copy of the judgment) have been invited to consider urgently what further steps are needed to ensure compliance with ethical standards in the use of AI.â
13. Tony Vlasto MBE
Former Clifford Chance partner Tony Vlasto, Chair of the Trustees of Maritime London Officer Cadet Scholarship (MLOCS) has been awarded an MBE for services to Maritime Law, to the Royal National Lifeboat Institution and to Maritime Charities.
Tony Vlasto has chaired the MLOCS Board of Trustees since 2019. MLOCS is a charity which provides the funds to enable young people to undertake the three years of training required to become a Merchant Navy officer following a Deck (Navigation), Marine Engineer or Electro-Technical (ETO) professional pathway. To date, it has raised more than ÂŁ3m in support of cadet training. The charity currently has 12 cadets in training.
MLOCS cadets additionally benefit from their involvement, through the sponsors and the MLOCS trustees, with a wide range of experience in the maritime services sector generally and so enhancing future job opportunities.
Jos Standerwick, Chief Executive of Maritime London and an MLOCS Trustee, said: âMLOCS is run on an entirely voluntary basis and Trustees must be willing to roll their sleeves up and get stuck in to ensure we can fulfil our charitable objectives. In this respect, our Chair truly leads from the front. Tony has had a transformative effect on the charity. His energy, diligence and empathy are unmatched. After a distinguished career as a maritime lawyer, his fundraising prowess for the RNLI and the endless time he commits to MLOCS, I struggle to think of a more deserving recipient of this honour.â
MAâs editor would like to add her congratulations and thanks for his support when she first started in maritime journalism.
14. ISU statistics
The ISU has published its annual statistics for 2024. They are the only published measure of the state of the industry but do not include information from non-ISU members.
⢠Gross revenue for ISU members – US$ 406 million (2023, US$ 398 million)
⢠191 services provided (2023, 184 services) ⢠Lloydâs Open Form (LOF) – 29 cases (2023, 16). LOF revenue US$ 118 million (2023, US$ 29 million)
⢠Wreck removal income – US$ 205 million from 40 services (2023, US$ 193 million from 30 services). All numbers are gross income from which all the contractorsâ costs must be paid. Numbers are for income in the year received not the year when the service was provided and there can be an element of âtime lagâ.
The headline 2024 numbers show great consistency with the 2023 statistics and continue with the modest recovery from the low point of 2022. Emergency response services generated US$ 181 million split between LOF, US$ 118 million, and other contracts, $63 million. Wreck removal income was US$ 205 million from 40 operations â very similar to the 2023 number of US$ 193 million.
Wreck removal income is important for ISU members and these numbers maintain the division of the industryâs income at the typical levels of approximately 50:50 between emergency response and wreck removal income.
ISU President, John Witte, commented: âThese numbers at least show that the industry has stabilised compared with the low point two years ago but they are still well below the higher numbers from a decade ago. Sustaining the salvage industry so that professional contractors are available to respond around the world remains a focus both for ISU but also for the insurance and ship owning communities.â
The 2024 ISU statistics show an increased number of LOF cases – 29 for ISU members – generating income of US$ 118 million. This is a notable increase on the previous year in which there were 16 LOF cases.
SCOPIC revenue at US$ 20 million in 2024 was up from US$ 9 million previously. The increased number of LOFs is notable but it is not possible to attribute this to a specific cause given that the statistics are for the year when income is received, not when the services were provided. ISU believes that income based on awards under Article 13 of the Salvage Convention should be the cornerstone of funding the industry so the increase is welcome. Revenue in 2024 from operations conducted under contracts other than LOF was US$ 63 million. The average revenue from each non-LOF contract was US$ 1.2 million.
15. Search and rescue
The International Maritime Rescue Federation (IMRF), in partnership with Lloydâs Register Foundation, has launched the first-ever Global Maritime Search and Rescue (SAR) Systems Review in order to understand, evaluate and help strengthen maritime SAR systems worldwide.
This strategic review will assess the current effectiveness of SAR capabilities at local, national, and international levels, identify emerging risks and critical gaps, and deliver long-term, evidence-based recommendations to ensure SAR systems remain resilient in an increasingly complex maritime environment.
The review will also identify key challenges and opportunities that could shape global maritime SAR systems over the next 10 to 20 years. It will examine the effects of climate change, geopolitical instability, and economic pressures. Additionally, the initiative aims to gain a deeper understanding of regional disparities in SAR capacity.
The assessment will include a wide range of stakeholders across the maritime SAR sector, including local and national SAR organisations, government entities, commercial shipping operators, artisanal fishing communities, academics, industry suppliers, and technological innovators. By collaborating with industry experts, the IMRF and Lloydâs Register Foundation aim to help shape maritime SAR for decades to come.
âThose in distress on the water depend on timely and effective search and rescue responses from all involved in the global SAR system. This comprehensive global review of maritime SAR systems by the IMRF, with the vital support of Lloydâs Register Foundation, will help to identify persistent gaps in capabilities, foster collaboration across borders, and lay the groundwork for a safer maritime future around the world,â said Caroline Jupe, CEO of the IMRF.
âRobust and effective maritime search and rescue capabilities and capacities are critical to global maritime safety and the protection of human life. We are pleased to once again partner with the IMRF to support their latest effort to empower SAR communities, organisations and decision makers to act decisively, collaboratively, and equitably, and keep more people safe at sea,â said Jan Przydatek, Director of Technologies at Lloydâs Register Foundation.
This new collaboration between the IMRF and Lloydâs Register Foundation is the latest in a series of joint efforts to improve the capabilities and effectiveness of maritime SAR organisations around the world. The two organisations are collaborating on the #FutureSAR initiative to improve the effectiveness of SAR teams amid climate change challenges, and recently, Lloydâs Register Foundation funded the feasibility study for the #SaferSAR initiative to encourage greater data and best practice sharing within the maritime SAR community.
Notices and Miscellany
Stephen Pan of World-Wide Shipping recently commented on the last MA edition.
âYour lead article is most interesting and disturbing. The internet is becoming a very negative tool when it comes to dissemination  of information and opinion. It is now very much a propaganda tool. I recently read an article on how many of the online videos are concocted by AI. You have police attacking peaceful demonstrators and terrorists throwing molotovs, allegedly all AI generated. If you recall the very realistic images of Trump, Musk and Lutnick working in a cramped sweatshop production line fact and fiction becomes more than hazy. In another century viewers will have no clue what is history and what is propaganda. The narrative could well be Trump was deposed by Hells Angels in protest of tariffs pushing out Harley Davidson…
What you described is very worrying to the mental health of seafarers. Bill Codrington’s comment on the no alcohol regime is that drinking in the lounges off duty is a very essential part of social life on board. I had senior HK Chinese officers coming to me saying they don’t mind staying on but please assign them to ships where there are other Cantonese speakers. One goes nuts when all one can do when off duty is go to your room and get depressed. ” Back in the old days… no problem getting a mahjong game going.” I don’t think we have any more HKseamen and I understand there is extreme difficulty in placing a HK cadet on board a ship for seatime.â
Helicopter operations
Now available from the ICS Academy, Helicopter Operation Procedures for Ships: Essentials. This e-learning course is designed to be used alongside the associated ICS publication, Guide to Helicopter/Ship Operations. For details see the International Chamber of Shipping website.
Transport Law in Digital Age
This colloquium is due to take place from 10-11 September, in Swansea, UK
Digitalisation is likely to be responsible for big and unpredictable changes in the conclusion and performance of carriage contracts, whether by sea, air, or land. The colloquium will be an opportunity to consider seriously how far legal rules mostly developed in the latter half of the last century are likely to remain apposite given the changes in practice promoted by technology. There will also be comment on the legal position of parties operating in related sectors such as insurance, not to mention liability issues concerning new players that digitisation introduces, such as providers of digital platforms.
As ever, the Colloquium convenes a forum of expert speakers, chairpersons and delegates, with the object of subjecting the law to informed debate and critical analysis.
For more information please see:
https://www.eventbrite.co.uk/e/international-colloquium-on-transport-law-in-the-digital-age-tickets-1341943502139?aff=oddtdtcreator
DronePort appointment
DronePort Rotterdam proudly announces the appointment of Martin Slijkhuis as the first Chairman of the DronePort Rotterdam Foundation. With a distinguished track record in applying emerging technologies across defense, infrastructure, and secure operational environments, Slijkhuis brings strategic leadership and a forward-looking mindset to this organization’s growing ecosystem.
Mission race
International seafarer welfare charity The Mission to Seafarers (MtS) has announced the launch of the first-ever Maritime Mountain Race fundraiser, a unique endurance event set to take place from the 26th â 28th June 2026, with fundraising donations targeted to support vulnerable seafarers across Europe.
For details see https://www.maritimemountainrace.org/
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
Cat law
Law of Cat Inertia
A cat at rest will tend to remain at rest, unless acted upon by some outside force – such as the opening of cat food, or a nearby scurrying mouse.
Law of Cat Motion
A cat will move in a straight line, unless there is a really good reason to change direction.
Law of Cat Magnetism
All blue blazers and black sweaters attract cat hair in direct proportion to the darkness of the fabric.
Law of Cat Thermodynamics
Heat flows from a warmer to a cooler body, except in the case of a cat, in which case all heat flows to the cat.
Law of Cat Stretching
A cat will stretch to a distance proportional to the length of the nap just taken.
Law of Cat Sleeping
All cats must sleep with people whenever possible, in a position as uncomfortable for the people involved, and as comfortable as possible for the cat.
Law of Cat Elongation
A cat can make her body long enough to reach just about any counter top that has anything remotely interesting on it.
Law of Cat Obstruction
A cat must lay on the floor in such a position to obstruct the maximum amount of human foot traffic.
Law of Cat Acceleration
A cat will accelerate at a constant rate, until he gets good and ready to stop.
Law of Dinner Table Attendance
Cats must attend all meals when anything good is served.
Law of Rug Configuration
No rug may remain in its naturally flat state for very long.
Law of Obedience Resistance
A cat’s resistance varies in proportion to a human’s desire for her to do something.
First Law of Energy Conservation
Cats know that energy can neither be created nor destroyed and will, therefore, use as little energy as possible.
Second Law of Energy Conservation
Cats also know that energy can only be stored by a lot of napping.
Law of Refrigerator Observation
If a cat watches a refrigerator long enough, someone will come along and take out something good to eat.
Law of Electric Blanket Attraction
Turn on an electric blanket and a cat will jump into bed at the speed of light.
Law of Random Comfort Seeking
A cat will always seek, and usually take over, the most comfortable spot in any given room.
Law of Bag/Box Occupancy
All bags and boxes in a given room must contain a cat within the earliest possible nanosecond.
Law of Cat Embarrassment
A cat’s irritation rises in direct proportion to her embarrassment times the amount of human laughter.
Law of Milk Consumption
A cat will drink his weight in milk, squared, just to show you he can.
Law of Furniture Replacement
A cat’s desire to scratch furniture is directly proportional to the cost of the furniture.
Law of Cat Landing
A cat will always land in the softest place possible; often the mid-section of an unsuspecting, reclining human.
Law of Fluid Displacement
A cat immersed in milk will displace her own volume, minus the amount of milk consumed.
Law of Cat Disinterest
A cat’s interest level will vary in inverse proportion to the amount of effort a human expends in trying to interest him.
Law of Pill Rejection
Any pill given to a cat has the potential energy to reach escape velocity.
Law of Cat Composition
A cat is composed of Matter + Anti-Matter + It Doesn’t Matter.