The Maritime Advocate | The Maritime Advocate

1. The art of devolving responsibility
2. Seafarers happiness
3. Incident reporting
4. Data needs
5. IFSMA appointment
6. Maritime electrification
7. Biofouling management
8. Spoofing
9. Collaborative approach
10. Decarbonisation coalition
11. Offshore safety
12. Cargo warning
13. Club protection
14. Motion ventures
15. Understanding data
16. Incorrect loading
17. Anti-suit injunctions

Notices & Miscellany

Readers responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com

1. The art of devolving responsibility

By Michael Grey

When something goes badly wrong, it is human nature to attempt to deflect the blame and to cite extenuating circumstances to explain away everything from why you took up a life of crime, to the reasons for driving at 50mph in a 20mph zone. It has become quite scientific these days, with a range of neuro-pathologies available to be cited and excuse the lapse. And it is much the same in the commercial world, with expert witnesses becoming far more expert in their abilities to fashion plausible reasons to explain why terrible accidents have occurred.

There is certainly plenty of technical expertise being summoned in the case of last years Baltimore Bridge disaster, as efforts are made to mitigate the doubtless eye-watering costs which clearly are heading towards the owners of the container ship Dali. It has been reported in Splash that as the accident has now been attributed to a fault in the vessels switchboard at the crucial moment, the owners are to sue the builders of the ship HD Hyundai for designing and installing defective equipment. There now appears to be no further argument about what had happened, with a loose wire involved, but innumerable interests are already engaged in the search to attribute responsibility more precisely. The latest suit based on product liability laws is but one of many.

The ship was some nine years old at the time of the accident, so some might suggest that normal wear and tear might have been a contributor over the years in the robust maritime environment. If this a problem from the start, should not somebody have stepped in and fixed it? It will be interesting to explore just how many years can pass before such a claim for a deficiency will be dismissed. I can recall a case when a rudder fell off a 45-year old steamer in which the owners were inclined to claim that it was an intrinsic fault of the builders. Wiser counsels prevailed and it was eventually put down to old age and she was towed away for demolition. Some witty person once pointed out that if you are looking for a decent guarantee on a product, you will get a longer lasting one for a toaster than an ocean-going ship.

My own friendly expert suggests that in the case of the Dali, it would be perhaps better to suggest that the port itself must attract some of the blame for not doing anything to reinforce the armour around the bridge supports, bearing in mind other similar crashes around the world, and the dimensions of ships using the port multiplying fivefold in the 50-year interval since its construction. Seaworthiness claims seem to become ever more complex. Is a ship unseaworthy if the officer of the watch falls asleep because of fatigue? You can reasonably argue that if the sleep-deficit is caused by operational requirements, or the fact that the hours anti-social and the officers cabin noisy, responsibility might be moved upstairs.

If containers fall over the side because the restraints were deficient, there is probably no argument. But was it damage or corrosion, or were the twistlocks just too weak for the job? There is plenty of scope for a diligent counsel. And where down the logistics chain does the blame for an electric car fire that destroys a big car carrier lie? Interesting to see that Matson Line is no longer to carry EVs and hybrids on ships. Or a container that unexpectedly overheats and explodes causing terrible damage to ship and the environment- who should ultimately pay for that? There are huge sums at stake here. X-Press Feeders whose ship burned out and caused great environmental harm in the Indian Ocean, is looking at a $1billion claim from Sri Lankas government.

Surely, one might think that the owners had very reasonable defence in the fact that the master of the ship was refused refuge in two ports after a leak in the hazardous cargo stack was identified. The cargo owners, those who stuffed the containers, the planners, and indeed those who refused to let the ship into their ports to sort out the problem before it became a crisis all surely ought to be looking to their legal defences. There will be years of lucrative work for the lawyers in such tangled cases That old rhyme about the horseshoe nail comes to mind.

Michael Grey is former editor of Lloyds List.

2. Seafarers happiness

The Q2 2025 Seafarers Happiness Index, published by The Mission to Seafarers, reveals an encouraging uplift in seafarer wellbeing, with the average happiness score rising to 7.54/10, up from 6.98 in Q1. Positive trends were seen across all core areas, from connectivity and food to training and wages, painting a picture of a better-supported workforce at sea. Yet despite the improving numbers, seafarers are also sounding a clear and urgent alarm, as safety standards and basic protections are increasingly under threat.

The report revealed that seafarers are finding more day-to-day satisfaction in their roles. Interactions among crews remain the most positive aspect of life onboard. Similarly, connectivity which is vital for maintaining family ties and mental wellbeing, has continued to improve. Access to reliable internet, even if uneven across fleets, has been life-changing, with many reporting the ability to video call loved ones and enjoy moments of normalcy through entertainment and social connection.

Food quality, health, and exercise have also improved, and there is growing appreciation for fitness facilities and healthier options onboard. Meanwhile, although satisfaction with wages rose, with several respondents noting improvements, concerns persist about deductions and currency exchange losses.

Yet these improvements are shadowed by a growing anxiety about physical safety and working conditions. A recurring message is that preventable accidents, such as working at height, entering enclosed space entries, electrocution, and being struck by moving objects, still happen regularly. Despite decades of regulation, technological innovation, and awareness campaigns, seafarers continue to witness or experience dangerous failures.

Particularly concerning is the emergence of new claims around the misuse of riding squads or technician teams. While such crews have historically played a legitimate and vital role in vessel maintenance and specialist repairs, some respondents suggested that certain operators are now using these teams to bypass Standards of Training, Certification and Watchkeeping for Seafarers (STCW) certification requirements, placing non-mariners in operational roles for extended periods. This practice violates regulatory standards, puts qualified seafarers at risk, and undermines trust in the maritime safety framework.

In parallel, seafarers are increasingly critical of the widespread shift to e-learning in place of traditional, hands-on instruction. Seafarers have voiced deep concern that online modules are prioritising completion statistics over actual competence.

Workload management improved this quarter, yet many described a worrying disconnect between growing demands and stagnant crew resources. Respondents repeatedly pointed to rising paperwork, operational pressure, and reduced shore leave opportunities as symptoms of deeper manning issues. These are not isolated frustrations; they point to systemic strain that may ultimately compromise vessel safety, crew wellbeing, and the wider supply chain.

Despite these serious concerns, there was also clear evidence of pride, resilience, and optimism among crews. Seafarers spoke of their commitment to their work, the strength of onboard friendships, and the quiet professionalism that underpins maritime life. Positive messages about teamwork, encouragement, and faith in the value of their roles were a striking feature of this quarters open-ended feedback.

Ben Bailey, Director of Programme, The Mission to Seafarers, said: While the Q2 2025 results show real progress, there are some worrying safety concerns that need addressing. As seafarers become more vocal, connected, and engaged, they are raising questions the industry can no longer afford to ignore. The improvement in overall happiness should not obscure the rising concern around safety, training integrity, and manning. Now is the time for industry leaders, regulators, and shipowners to act.

3. Incident reporting

With Federal maritime cybersecurity reporting rules that entered enforcement on July 16, US-bound maritime operators are now federally required to report cyber incidents, marking a turning point for shipowners, operators, and offshore stakeholders. In response, Cydome, a leading provider of class‑endorsed maritime cybersecurity solutions, has launched a free reporting tool to simplify compliance. By registering, operators take an immediate first step toward meeting the Coast Guards cyber‑reporting expectations.

Cydome data shows that roughly every three days, a shipping company faces a cyber threat, yet many still struggle to operationalise existing guidance. The new US regulation, applying to vessels, facilities, terminals, and outer continental shelf (OCS) facilities, mandates not only incident reporting, but also cybersecurity staffing, procedures, and governance. Incident reporting is just one pillar of the revamped Federal Law.

Many of the incidents now deemed reportable are everyday glitches, such as GPS spoofing or jamming, short VSAT dropouts, partial software updates that require a system restart, or an unauthorized USB stick being plugged into a bridge computer; a sustained loss or degradation of communications (e.g., satellite, VHF, or navigation‑data links), or a series of mistyped passwords that lock an account, can also trigger a mandatory report. Taken together, these otherwise routine events can generate dozens of mandatory reports during a single voyage. Non‑compliance is costly: the Coast Guard may impose substantial civil fines, suspend a vessels certificate, detain the ship in port, or issue Captain of the Port orders that require anchorage, tug escort, or a full halt to cargo operations until the vulnerability is remedied.

Cydomes digital platform provides a step-by-step incident workflow, complete with built-in US Coast Guard templates that are pre-filled and auto-routed for seamless submission. The tool enables internal escalation, from IT to CISO to senior management, as well as formal reporting to regulators, helping companies stay compliant efficiently, automatically, and securely. It is built to accommodate both large organizations with dedicated IT or cyber teams and companies with more limited in-house capabilities. It is designed for the operational realities of multi-class fleets, where vessels may fall under different standards and reporting chains.

This tool puts operators back in control, said Nir Ayalon, CEO and Founder of Cydome. We designed it to be simple enough for maritime companies, yet powerful enough to deliver a full audit trail for inspectors. With enforcement now real, the sector needs a no-obstacle solution, and were proud to deliver exactly that.

While the US Coast Guard has been tasked to begin enforcing the new cyber-reporting legislation, Cydome turns the cyber-incident ensuring process into a few clicks. The platform mirrors the Coast Guards forms, auto-fills every required field, timestamps supporting evidence, and routes each report from shipboard IT through the CISO and senior management directly to the National Response Center (NRC). In moments, crews can file an inspector‑ready record for navigation, propulsion, ballast, and other critical IT or OT systems, long before an audit team arrives.

With US enforcement already underway, compliance urgency is high. At the same time, the EUs NIS2 directive has taken effect and will soon be actively enforced. Cydomes class‑endorsed, independent platform gives European operators the same streamlined reporting workflow, automated escalation paths, and regulator‑ready templates that U.S. users already rely on. By design, the tool adapts seamlessly to multiple regulators, classification societies, and standards, giving mixed fleets a single, simple route to full compliance on both sides of the Atlantic.

Policy alone wont keep ships safe; crews need a clear, repeatable way to act, said Dr. Gary Kessler, former cyber official at the US Coast Guard and a leading voice in maritime cybersecurity. By translating every Coast Guard requirement into a straightforward process, Cydome delivers that clarity, and because the solution is class‑endorsed, the same disciplined approach works across multi-class fleets and the new European rules as well.

4. Data needed, not just experience

In an industry long built on seasoned judgement and operational intuition, the maritime sector is entering a period where such instincts while still valuable are no longer sufficient on their own. Faced with decarbonisation mandates, complex vessel optimisation choices, and increasing scrutiny on ROI, shipowners are finding that past experience alone cant address the demands of a more complex, data-intensive future says Jonathan Strachan, Chief Technical Officer at Houlder.

At a time when ship specifications are often still based on legacy designs and gut feel, sometimes inherited from sister vessels or previous generations, there is growing concern that operators may be unintentionally locking in inefficiencies. Intuition-based planning may have delivered acceptable margins in the past, but in todays environment of tighter regulations and mounting operational costs, it can result in costly oversights.

Indeed, an increasing number of maritime stakeholders are recognising the risk of what could be termed dead reckoning decision-making: building business cases on what has worked before, rather than on what current data and forward-looking analysis suggest might work best today.

For engineering consultancy Houlder, which works across both the shipping and offshore energy sectors, this turning point is clear. Drawing on expertise in naval architecture, marine engineering and data analytics, the company is helping clients apply evidence-based methodologies to everything from vessel design to operational retrofits.

In one recent case, Houlder was asked to replicate an efficiency improvement made to a vessels sister ship. At first glance, the request appeared straightforward until the team examined AIS data and operational profiles. We discovered that the second vessel operated under very different conditions, explains Jonathan Strachan, Houlders Chief Technical Officer. It was consistently running at lower speeds and lighter draughts. The savings were still there, but not at the same scale, and the payback period was longer. That insight helped the client make an informed business decision.

Such examples, according to Strachan, underscore a broader shift in how shipowners must approach technical choices. Theres too much at stake today to rely purely on what feels right. Fuel costs are high, compliance obligations are rising, and decarbonisation is non-negotiable. To stay competitive, owners need to be asking better questions and backing those questions with the right analysis.

A similar pattern emerged in another project involving slow steaming. Houlders analysis showed that although a vessel had reduced speed to comply with EEXI targets, the propulsion system configuration specifically, controllable pitch propellers and a shaft generator were effectively fixing the RPM and therefore limiting the amount of propeller pitch optimisation that could be undertaken at this lower speed. This was actually reducing efficiency. By simply reviewing how the propulsion and power systems were interacting, we were able to recommend an operational change that delivered measurable fuel savings, says Strachan.

Houlders experience with wind-assisted propulsion systems (WAPS) further illustrates the importance of tailored, data-led validation. In a recent trial, the company designed and managed a full instrumentation programme to measure the performance of a WAPS installation in real time. Real-time analysis allowed us to validate the numerical model, deliver a clear performance report, and help the owner understand what benefits were achievable under their vessels specific conditions, Strachan explains.

Importantly, this work is not about replacing the role of experience, but enhancing it. Marine engineering has always combined judgement and know-how. What were doing now is bringing more precision to that process. By working with owners from the early stages whether its concept development, retrofit planning, or operational optimisation we can identify what data is needed, where it should come from, and how best to use it.

Strachan adds that many owners today are being asked to make large capital decisions with incomplete information. Thats where the danger lies. If youre selecting new technology or investing in clean tech systems without robust modelling and scenario testing, you may end up with something that looks good on paper but doesnt deliver operationally.

One of the core enablers of this shift is the rapid increase in computing power. We can now run predictive models in ways that would have been computationally prohibitive even five years ago, Strachan notes. That opens the door to using evidence-based decision support not just after delivery, but right at the earliest design stages.

As regulations continue to tighten, the margin for error is shrinking. In the past, you might have been able to absorb inefficiencies or accept longer paybacks. Thats no longer the case, he says. The market, the regulators and increasingly the investors are expecting clarity and accountability on performance. Owners need to know that every aspect of their decision be it hull form, routing, or retrofit is defensible and delivers value.

For Houlder, this is about building a stronger foundation for decision-making that doesnt dismiss experience, but neither relies on it alone. Were not telling shipowners to throw out their instincts, Strachan concludes. Were saying: combine them with evidence. Ask the tough questions. Build the business case based on real-world performance. Thats how you achieve sustainable, commercially sound outcomes in todays shipping industry.

5. IFSMA appointment

The International Federation of Shipmasters Associations (IFSMA) announces the appointment of Captain Andrew Cook FNI as Secretary General designate to succeed Commodore Jim Scorer FNI RN who will be retiring as Secretary General at the end of the year. As an former master, Andrew Cook brings a wealth of experience in global ship operations, ship management, crew management and crew welfare. He is a long standing Fellow of the Nautical Institute and has sat on influential industry working groups such as the INTERTANKO Human Element committee. Currently Captain Cook is working alongside Commodore Scorer and will be preparing to lead the IFSMA team at IMO and at other forums in January 2026.

At IMO, IFSMA occupies a seat as a non-governmental organisation (NGO) in consultative status with the organization. Regarding his appointment Captain Cook said: It is an honour to be appointed as the next IFSMA Secretary General and to promote the best interests of the world’s ship masters within an ever-changing industry that faces numerous challenges. The Secretary General designate appointment commences on 1st September, 2025.

6. Maritime electrification

Bureau Veritas Marine & Offshore (BV), has called for greater clarity regarding standardized safety regulations that will advance the development of maritime electrification technologies, following the publication of a new technology report, Maritime Electrification: Maritime Battery Systems and Onshore Power Supply. The report explores how electrification technologies specifically Energy Storage Systems (ESS) and Onshore Power Supply (OPS) solutions can act as a viable solution to support maritime decarbonization strategies.

While OPS benefits from existing international standards, battery systems remain under-regulated despite growing safety concerns. The risk of thermal runaway incidents within lithium-ion (li-ion) battery technology poses a serious challenge to crew members. Thermal runaway, a rapid, uncontrollable increase in battery temperature can lead to fires that are difficult to extinguish and poses a significant hazard to crew welfare. Despite the increasing deployment of ESS across the global fleet, current safety guidance remains fragmented and largely non-mandatory.

Classification societies, such as BV, are working to bridge the regulatory gap by establishing technical Rules such as BV NR467 Rules for the Classification of Steel Ships which outlines technical and safety requirements for marine battery installations to support the integration of these systems into maritime operations, as well as partnering with industry organizations such as the Maritime Battery Forum to develop voluntary safety guidance.

BVs technology report highlights the dual opportunity presented by marine batteries and shore power systems. Battery adoption is accelerating, with over 1,000 battery-powered ships in service globally. Meanwhile, OPS systems are already supported by EU regulation, with FuelEU Maritime establishing the mandatory use of OPS systems for container and passenger ships docked at EU ports from 2030, followed by all EU ports with OPS facilities from 2035.

The launch of the technology report follows the International Maritime Organizations (IMO) MEPC 83 outcomes, announced in April 2025, which sets ambitious emissions reduction targets through 2040. However, current projections indicate the measures may fall short of the 2030 goals, prompting renewed focus on all viable low-emission technologies. Electrification, though not directly addressed at MEPC 83, is increasingly recognized as a viable enabler of the industrys net-zero transition.

While existing policies and regulations have provided a foundation for safety and standardization, the technology report acknowledges that there is still work to be done at an international regulatory level to instill confidence in ESS and OPS. Comprehensive, enforceable international standards are needed to ensure the safe deployment of li-ion technologies at scale and pace.

Matthieu de Tugny, President of Bureau Veritas Marine & Offshore, said: “Electrification technology is well established in the industry. However, in order to scale effectively and safely, ESS and OPS systems must be supported by robust, standardized and mandated safety regulations. Without clear international safety standards that regulate the integration of battery systems particularly regarding fire prevention, crew training and emergency response owners and operators may lack the assurance needed to integrate these systems into their decarbonization strategies. The industry must work collectively to bridge the current regulatory gap in order to ensure electrification technology achieves its potential in driving shippings decarbonized future.

7. Biofouling management

Nick Cowley, President of Cathelco & HEM Business Line at Evac Group and Cathelco has been looking at biofouling management: The untapped emissions solution the industry must address.

As the maritime industry intensifies efforts to decarbonise due to growing regulatory pressure and looming climate deadlines, we cannot afford to overlook any of the tools at our disposal to improve fuel efficiency and curb carbon emissions. Despite this, one of the most impactful and immediately available short-term solutions available to us continues to be overlooked, in the public eye at least – biofouling management.

At the 83rd session of the International Maritime Organizations Marine Environment Protection Committee (MEPC) in April, the global spotlight was understandably fixed on progress toward reducing greenhouse gas emissions. However, another decision of lasting significance emerged, which was an ambitious agreement to develop a legally binding convention on the control and management of ships biofouling.

This marks a key turning point for the industry. For the first time, biofouling is being formally recognised not only as a cause for invasive species, but also as a significant contributor to emissions and hull inefficiency. While implementation is still years away, with a convention likely not adopted before 2029, the decision marks a key shift. It should also have sent a clear signal on the importance of collective action on biofouling management on a global scale. The question now is whether shipowners will wait for enforcement or act now to capture the operational and environmental benefits, which are already within reach and do not require any legislation.

The stark reality is that unmanaged hull fouling can increase fuel consumption by 20% to 40%. This isnt just an operational inefficiency, its clearly an emissions driver of real significance particularly when compared to the very significant investments made in clean-tech solutions that promise to deliver single digit fuel consumption savings. However, despite its significant impact, biofouling has not received the same regulatory urgency or priority until this point, compared to other decarbonisation measures like CII and EEXI.

It is true that regional frameworks, such as those in Australia and New Zealand have established and enforced strict biofouling rules to address invasive species in those jurisdictions. These strict measures place significant obligations on vessels operating in their waters, with punitive repercussions for those who do not comply. This is very welcome step, but so far, the measures taken by these maritime administrations are the exception rather than the rule. What is more, the absence of a consistent global standard has left shipowners navigating a fragmented regulatory landscape. This also risks leading to uneven enforcement and limited access to proven in-water cleaning solutions.

To date, this inertia persists despite the availability of proven, cost-effective technologies that could simultaneously improve environmental performance, reduce fuel costs, and enhance vessel ratings.
Biofouling management is far more than a compliance concern, its a performance strategy for your vessel and your fleet. Clean hulls mean reduced drag, lower fuel consumption, extended drydock intervals, and improved environmental performance. To make a compelling case for why action is needed today instead of waiting years for a global agreement to enter into force we need to reframe the narrative, as biofouling is about so much more than hull maintenance. It is a decarbonisation tool, a compliance enabler, and a competitive advantage. Even more importantly, its a solution that can be deployed today.

At Cathelco, we believe biofouling management must be fully integrated into a vessels environmental strategy. From hull protection to wastewater and resource management, our solutions help shipowners take a proactive approach to sustainability, delivering measurable gains above and below the waterline.

The development of a binding international framework for biofouling is a significant regulatory milestone, and a sign that the IMO and Member States are treating this issue with the seriousness it deserves, for which they deserve praise. However, the path to implementation is undeniably long. There is an opportunity to act now and good reasons to do that can be measured in both carbon savings and dollar savings.

Proactive shipowners who invest in biofouling management today wont just futureproof their operations, theyll gain a competitive advantage, improve their sustainability ratings, and help accelerate the maritime sectors contribution to global climate goals.

With MEPC 83 setting the stage and the industry beginning to rally, the case for action has never been clearer. Biofouling should no longer be positioned as an afterthought, but rather an important piece of the solution in shippings decarbonisation journey.

8. Spoofing

A significant issue exists regarding the interplay between traditional marine perils, such as a vessel grounding, and emerging threats stemming from GPS spoofing. This is particularly relevant in the context of modern cyber exclusion clauses found in standard Hull & Machinery policies. This is the subject of a discussion paper released by the Advisory and Dispute Resolution facility offered by the Association of Average Adjusters (AAA) recently.

Chris Kilbee, Chair of the AAA explains: GPS spoofing is where false positioning signals mislead a vessels navigation systems giving misreported positions which have the potential to cause a grounding. A vessel grounding caused, or contributed to, by GPS spoofing would normally be covered under a traditional Hull & Machinery insurance policy but the increasing inclusion of cyber-exclusion clauses has now muddied the waters.

Under standard conditions, such an event would typically fall within the scope of coverage as a peril of the sea, even if navigational negligence was a factor. However, insurers are increasingly relying on cyber exclusion clauses, particularly LMA5403, to limit recoverability in cases where electronic systems are used as a means for inflicting harm.

The LMA5403 clause excludes losses directly or indirectly caused by or contributed to, by or arising from the use or operation, as a means for inflicting harm, of any computer or electronic system. This requires an examination of:

whether GPS spoofing constitutes the use of an “electronic system“;

the degree to which such spoofing must causally contribute to the loss;

the burden on insurers to prove that the spoofing was used as a means of inflicting harm.

A key issue lies in interpreting the intention behind the spoofing. While spoofing may inherently cause disruption, the clause requires insurers to demonstrate that such actions were executed with the intent to cause harm. Contextual factorssuch as whether the vessel was operating in politically sensitive or high-risk regionsmay influence how courts assess intent, potentially triggering or invalidating cyber exclusions depending on the facts.

Building on this, Kilbee said: The additional difficulty in determining whether spoofing was intended to cause harm potentially means that insurers face a much higher bar in evidencing that harm was intended by the spoofing actor. This introduces a significant grey area in claims assessment, where causation, crew conduct, and cyber attribution intersect.

Whilst it may be possible to draw certain inferences depending on the circumstances of a case, the AAA believes that reliance on the cyber exclusions will be difficult based solely on the basis that spoofing occurred; intent and causality remain critical. Nonetheless, the legal ambiguity and evidentiary burden present commercial risks for both insurers and shipowners.

The paper also highlights the increasing relevance of cyber buy-back clauses, which for an additional premium, can reinstate cover in cases where cyber-related exclusions might otherwise apply. These endorsements can be critical in grounding scenarios where spoofing may be suspected but not clearly attributable.

In summary, Kilbee said: GPS manipulation is no longer a theoretical risk and it’s not always clear who is behind it or why. This creates a tension between traditional coverage expectations and the application of broadly drafted cyber exclusions. In this context, stakeholders across the shipping and insurance sectors are encouraged to closely review policy wordings and understand the legal thresholds required to engage or avoid exclusions in the event of a digitally influenced casualty.

9. Collaborative approach

The Nautical Institute is extending its collaboration with The Seafarers Charity, following the award of a new grant to support enhanced training in leadership, mental health, and crew well-being.

This collaboration enables a number of fully funded scholarships on two of The Nautical Institute Academy’s most impactful courses, aimed at improving leadership and team dynamics at sea, while fostering a safer and more supportive working environment.

The initiative allows seafarers who may not otherwise have access to this level of training to apply for a scholarship place, at no cost to themselves. The courses are delivered online and scheduled across varying time zones to ensure accessibility to seafarers worldwide.

Leadership and Management in Maritime Operations

The course goes beyond the basics of STCW requirements, offering a practical, scenario-based exploration of leadership at sea. Participants will improve their ability in managing diverse teams, resolving conflict, building trust and motivating crew in often challenging environments.

Ideal for: Officers preparing for their next role. crew stepping into leadership roles, and shore managers working closely with seafarers

Seafarer Mental Health and Crew Well-being

The course provides essential skills for identifying, managing and supporting mental health on board. Participants will learn how to promote a positive safety culture, spot signs of distress and implement simple, effective strategies to support well-being for themselves and others.

Ideal for: seafarers at any stage of their career, anyone responsible for crew welfare, and those wanting to champion a healthier working culture at sea.

This scholarship scheme aligns with the shared commitment of The Nautical Institute and The Seafarers Charity to promoting professionalism, safety and a fair and supportive environment for those working in the maritime industry. Collaborations like this are key to raising standards, supporting seafarers development and creating positive change in the maritime community.

10. Decarbonisation coalition

A two-year Coalition partnership to accelerate decarbonisation efforts in the dry bulk segment has been signed by the Global Centre for Maritime Decarbonisation (GCMD) and the International Association of Dry Cargo Shipowners (INTERCARGO).

Dry bulk is the worlds largest shipping segment by tonnage and presents unique decarbonisation challenges, particularly for small and medium-sized owners operating unpredictable tramp trades. This partnership combines GCMDs technical insights and experience in executing pilots with INTERCARGOs member reach and IMO engagement to help close critical adoption and operational gaps.

GCMD and INTERCARGO will collaborate to promote the adoption of energy efficiency technologies (EETs) amongst dry bulk shipowners and facilitate mutual knowledge exchange on advancements in low- and zero-carbon-fuelled dry bulk vessels.

Dry bulk vessels often operate on a tramp trade basis with irregular and unpredictable routes, which makes it challenging for these vessels to plan bunkering at ports that offer zero- or near-zero-emission (ZNZ) fuels. Global bunkering infrastructure also remains in development, with ZNZ fuels unlikely to be available at all ports in the foreseeable future.

Whilst the industry works to scale ZNZ fuel availability and ready ports for their handling and bunkering, there is an urgent need to adopt pragmatic nearer-term solutions, such as drop-in biofuels, onboard carbon capture systems and EETs, to meet the International Maritime Organisations (IMO) decarbonisation targets. To address this, GCMD is actively conducting pilots and trials to lower barriers for the broad market adoption of these solutions. With INTERCARGOs operational expertise and member network, the partnership will help advance the deployment of these solutions across the dry bulk segment.

Shipowners often face challenges in deploying EETs due to fuel savings uncertainty and some face limited access to financing. GCMD is installing sensors onboard vessels to validate fuel savings that will underpin Pay-As-You-Save (PAYS), a financing model that GCMD is developing in parallel to link repayments to verified fuel savings. The collaboration aims to accelerate the uptake of EETs in this segment.

11. Offshore safety

The offshore energy industry has started adopting AI-based advanced detection technology to improve safety and operational oversight, with operators now trialling and installing intelligent detection systems to reduce the risk of man overboard (MOB) incidents.

Among the systems gaining attention is ZOE, developed by Edinburgh-based technology firm Zelim. The companys intelligent detection and tracking system has now been installed on a second jack-up rig, following over a year of successful operation on a North Sea rig operated by a leading offshore drilling contractor.

ZOE combines camera hardware with proprietary AI software that automatically detects when a person falls overboard and tracks their position in real time, enabling faster, more accurate response. Its deployment on another rig signals a broader interest across the offshore energy sector in using machine learning to support both personnel safety and asset security monitoring.

Zelims CEO and founder, Sam Mayall, explains that the system was developed specifically to operate in the maritime environment, which presents different technical constraints from traditional object detection systems used on land. The first challenge in a man overboard incident is knowing when and where it happened. The second challenge is keeping track of the person in the water, particularly in variable sea states. ZOE provides real-time visual tracking and geo-location data to coordinate an effective response.

ZOE uses machine learning models trained on a bespoke maritime dataset. Zelim began building its own visual library in 2020 during development of its Guardian unmanned rescue vessel. As part of that process, the company used drone-mounted cameras to capture footage of people in the water from different angles and under various conditions. These images were manually annotated and used to train the algorithms behind the intelligent detection system. The resulting dataset now includes more than 7 million labelled images, which is claimed to be the most extensive of its kind in maritime search and rescue.

According to Mayall, the quality and specificity of the dataset is critical. A person in the water may be wearing dark clothing, face down, partially submerged, or obscured by foam or spray. These arent fixed profiles. We had to ensure the system could recognise a human target from a range of angles and distances, under real-world conditions. That meant building a dataset that reflected how people actually appear in the water, not how theyre modelled in ideal circumstances.

ZOE integrates with a rig or vessels existing infrastructure, including surveillance, navigation and emergency response systems. The package includes processing hardware to enable detection and alerting to occur locally, without dependence on remote or cloud connectivity.

The software architecture behind ZOE has also been adapted into other modules. Watchkeeper is an option that supports bridge teams by acting as a visual lookout, identifying navigational hazards or approaching vessels. Another module, Shield, extends the same detection capability to support rig security, alerting crews to suspicious activity or unauthorised vessels within restricted zones around offshore sites. Both modules are built on the same core AI engine, but are designed for different operational roles.

Mayall says that the ability to detect and classify objects consistently and in real time opens up wider use cases. If you can reliably detect a person in the water, you can also detect other objects or risks. The same system can support navigation, perimeter monitoring, or safety watchkeeping. Thats where we see this technology heading – not just detection, but situational understanding.

12. Cargo warning

The International Cargo Handling Coordination Association ( ICHCA), the independent organisation dedicated to improving the safety in cargo handling globally, is continuing to present its analytical tool designed to focus attention of the critical dangers to life and limb in the sector. It highlights the need for concerted, on-going risk management in the shore-side cargo handling work environment.

In an analysis of near 500 incidents involving shore workers over the last twenty-five years, the ICHCA Severe Risks Dashboard details important findings that all in the industry need to be cognisant of every day. Key findings include:

       an almost equal split between on-vessel and onshore risk to port workers
       Three-quarters of incidents occurred during cargo operations
       Crush by cargo has been the leading historic cause of fatalities, accounting for a quarter of all incidents in the dataset
       23% of high consequence incidents involve vehicle/pedestrian impact, chiefly involving pedestrians and mobile handling equipment, making it the close second highest type of fatal incident
       Falls are the third highest cause of death.
       Incidents occurring in confined or enclosed spaces also stands out as a key hazard

ICHCA has used data going back to the year 2000, to research causes of workplace fatalities in the global cargo handling sector. While it is understood that the dataset cant be comprehensive, it does give a unique insight into the nature of the majority of incidents resulting in a fatality on a worldwide basis.

Our intention is to raise the level of awareness of these fatal incidents and their primary causes. Together with our members, we believe that safeguarding all workers employed both directly and indirectly in the workplace is the prime responsibility of operating organizations and authorities of cargo terminals. Through this greater awareness and knowledge, we aim to help minimize these risks in the future, comments Richard Steele, CEO of ICHCA International.

13. Club protection

The UK P&I Club has introduced UK Fixed, its Fixed Premium Protection & Indemnity (P&I) product for owners of smaller vessels, following the integration of Thomas Miller Specialty Marine (TMS) into the Clubs operations.

UK Fixed offers Fixed Premium P&I cover for a broad range of vessels, including offshore supply and support ships, tugs, utility craft, small short sea and general cargo vessels, as well as inland watercraft. This new offering reinforces the Clubs commitment to strengthening its fixed premium business and aligns with its strategy to diversify and drive growth.

The initiative builds on TMSs historic experience in providing Fixed Premium P&I cover and claims management for owners of small vessels. Members of UK Fixed will also benefit from the Clubs extensive Safety & Risk Management expertise which is committed to promoting maritime operational safety. The UK Fixed business will be incorporated into the Clubs underwriting team, ensuring consistent and exceptional customer service across both mutual and fixed business.

William Beveridge, Chief Underwriting Officer at UK P&I Club, commented: The launch of UK Fixed is an important milestone in enhancing our commercial portfolio and expanding our membership base. Through significant efforts to align our operations, risk appetite, and standards, we have positioned the Fixed Premium portfolio for sustainable and profitable growth. We are excited by this expansion of our Fixed Premium offering.

14. Motion ventures

Maritime software company Voyager Portal has secured strategic funding from Singapore-based venture capital firm Motion Ventures to accelerate development of its AI-powered platform and expand its presence in key global markets.

Voyager is a software platform that helps commodity charterers, traders and brokers manage complex maritime workflows by digitising and automating voyage operations and demurrage processes. The platform replaces email threads and spreadsheets with a single system that enables cost visibility, streamlines planning and reduces administrative burden.

The new finance package from a leading investor in supply chain innovation will support product development and regional growth. Initial focus will be on expanding engineering, sales and customer experience teams in locations such as Singapore, the UK and Brazil critical hubs for global commodities and shipping.

Voyager has taken a unique approach to Voyage Management and Demurrage, said Anders Vartdal, Senior Investment Associate at Motion Ventures.

By optimising their platform for flexibility, collaboration, and analytics, they have not only created a powerful alternative to the industry incumbents but a strong foundation that can transform the market, he adds.

Shifting macroeconomic, regulatory, and technological developments have made global maritime trade more complex, and the need for platforms like Voyager even more critical.

We are finding increasingly powerful ways to help our customers leverage data from their contracts, voyage documents, and operations to identify bottom-line savings and reduce risk, said Matthew Costello, Voyager CEO. The current environment is making it increasingly critical for charterers to have data-driven solutions to optimise chartering, operations, and demurrage.

Voyager is doubling down on freight and demurrage cost forecasting, prediction, and optimization areas where the platforms flexibility and data capabilities can provide substantial impact for bulk commodity manufacturers, traders, and brokers.

Demurrage is one particular place where we are seeing strong growth, but this is just scratching the surface, he said. The funding will help us expand our engineering team and accelerate product development, aiming to fully automate the voyage and demurrage lifecycle, said Costello.

Central to this initiative is the use of AI to extract structured data from Charter Party Contracts and voyage documents. On the Voyage Management side, the roadmap includes features related to real-time optimization of voyage planning and operations.

Besides product innovation, the company plans to grow its go-to-market efforts in strategic regions such as Singapore, the UK, and Brazil key hubs for global commodity flows and maritime activity.

This partnership aligns Voyagers product-led vision with Motion Ventures deep maritime expertise to tackle some of the industrys most entrenched inefficiencies. By combining forces, the two aim to modernize one of the most costly and complex segments of global trade and unlock a more efficient, transparent future for maritime logistics.

15. Understanding data

Condition Monitoring Technologies (CMT), a provider of engine performance analytics and training, has warned that crews are increasingly under-equipped to interpret the growing volume of diagnostics data produced onboard modern vessels.

Ship operators are buying monitoring equipment, CMT Managing Director David Fuhlbrügge said, but crews are being asked to make critical engine operation and maintenance decisions based on diagnostic outputs they dont fully understand.

As shipowners invest in sensors and predictive maintenance tools to improve performance, reliability and reduce downtime, CMT said many are missing the point that someone must still understand the data and act on it.

Several independent studies appear to support this view. In Navigating the Sea of Data: A Comprehensive Review on Data Analysis in Maritime IoT Applications, published in Applied Sciences (August 2023), researchers at Gdynia Maritime University wrote: The lack of skilled personnel can hamper data analysis efforts. Furthermore, the maritime industry, being traditionally conservative, may be slow to adopt new technologies. While the initial allure of data analytics in the maritime sector seems heavily skewed towards bolstering operational efficiency, its applications are far more profound and expansive.
A 2021 paper from Taiwans National Kaohsiung University of Science and Technology, Systematic Review of Machine Learning in Condition Monitoring, concluded that while new tools hold major potential, success relies on high-quality data and user ability to interpret outputs.

Earlier research from Shanghai Maritime University (Li, Chen and Zhang, 2012) also highlighted the role of human insight. Their study on diesel engine condition monitoring found that advanced algorithms could detect engine faults with over 90 percent accuracy, but only if trained operators were present to interpret and respond to the signals.

CMT said this growing mismatch between systems and skills is particularly acute in engine rooms.

Thirty years ago, a crew of 30 might have several engineers who knew how to interpret pressure curves, vibration patterns, or scavenge air temperatures, Fuhlbrügge said. Today, crews are half the size, and a lot of that knowledge has disappeared. Skills are lost and needs to be relearnt.

While some companies are shifting diagnostics and analysis to shore-based engine performance teams, CMT said that doesnt negate the need for competent decision-making onboard. You cant outsource everything. When a problem emerges at sea, the person onboard needs to know what to do. And if they dont, the result could be a dead ship!

CMT provides condition monitoring systems along with remote training through its in-house academy. But the company said few clients integrate training into equipment procurement.
Theres a reluctance to spend on people. And yet without trained personnel, even the best technology cant prevent failure.

The company is now urging shipowners and technical managers to rebalance their digitalisation strategies. Were not short of technology, Fuhlbrügge said. What were short of are crews that know how to use it.

16. Incorrect loading

The London P&I Club has renewed calls on ship owners, operators and charterers to address potential risks when loading Flexible Intermediate Bulk Containers (FIBCs) containing dry chemicals. The warning follows a number of incidents reported across the industry including hold fires and cargo damage in bulk carriers and general cargo ships. The issue is particularly common with vessels loading in Chinese ports.

Claims resulting from the incorrect storage and handling of FIBCs, also known as jumbo bags, can lead to significant claims, the Club notes. The Club also warns that failure to strictly comply with all relevant International Maritime Organization (IMO) regulations and guidance governing the storage and handling of jumbo bags could even prejudice P&I cover.

To help industry to understand the risks associated with incorrect handling and stowage of jumbo bags, the Club has developed a detailed video case study of a fictional bulk carrier MV Calm Sea, which can be used by vessel owners, operators and charterers, crew and port agents as a training resource for identifying risks, liabilities and best practices.

Ian Barr, Chief Claims Officer at The London P&I Club said: Given prevailing market conditions, assureds operating bulk carriers and general cargo vessels are receiving frequent requests to load jumbo bags in the same holds as breakbulk and steel cargoes or to store different bagged chemicals in the same hold. In cases of different bagged chemicals being stowed together, chemical contamination and reactions can lead to on-board vessel fires, which can result in the total loss of the entire contents of the hold and large claims. Serious problems also occur when FIBCs are stored incorrectly with breakbulk or steel cargoes, which can damage the integrity of the jumbo bags and cause significant spillage leading to delays, fines or claims.

These cargoes may look harmless, but can be potentially very dangerous if not stowed and handled appropriately. We want to support the wider industry by raising awareness and helping operators globally to mitigate the risk of incidents and claims. We strongly urge owners, operators, charterers and Masters to use this resource and to be extra vigilant when developing stowage plans and loading FIBCs and other big bags onboard. They should alert their P&I Club so that assistance can be sought from qualified industry experts before proceeding.

P&I cover may be prejudiced in the case of non-compliance with applicable regulations as adopted by the Flag State in relation to the storage of jumbo bags. This includes the International Maritime Organizations (IMO) International Convention for the Safety of Life at Sea (SOLAS), the Cargo Securing Manual (CSM), the Code of Safe Practice for Cargo Stowage and Securing (CSS) Code and the International Maritime Dangerous Goods Code (IMDG) Code.

17. Anti-suit injunctions

Using ASIs to protect jurisdiction was recently the topic for discussion by Brian Perrott & Stephanie Morton of HFW in Freight on Friday.

A recent case concerned a dispute arising from the shipment of goods from China to Nigeria under four bills of lading issued by the Claimants. The bills of lading contained exclusive jurisdiction clauses in favour of English law and the courts of England and Wales. Nevertheless, the Defendants initiated legal proceedings in Nigeria, alleging breaches of contract and claiming approximately USD 35 million in damages. In a further escalation, the Defendants made repeated efforts to arrest vessels operated by the Claimants. They ultimately succeeded in arresting a container ship in Nigeria in November 2024. For more details see the HFW website.

Notices and Miscellany

New IMO presence

The International Maritime Organization (IMO) inaugurated a new Regional Presence Office (RPO) in Suva, Fiji, marking a milestone for regional maritime cooperation and capacity development in the Pacific.

The Regional Presence Office, hosted by the Government of Fiji and initially based at the Secretariat of the Pacific Community (SPC) buildings, will support Pacific nations with implementing global regulations and standards in maritime safety and environmental protection, while advancing their maritime sectors.

West retirement

West of England P&I Cub has announced the retirement of Richard Macnamara after 43 years of loyal service.

Richard has made an outstanding contribution to the Club and the marine insurance industry over a long and illustrious career, particularly in Asia where he has been instrumental in driving the growth of Wests business in the region and developing the Clubs Hong Kong office into a major regional hub.

Newcastle office

The UK P&I Club has today announced it is expanding its UK presence with the opening of a new office located in Newcastle, Northeast England.
The Club is looking to capitalise on the citys impressive pool of graduate and existing P&I talent, as it continues to attract the best people to provide competitive and value-driven services to its members.

The Northeast team currently consists of Senior Underwriting Director, Emma Liddell, as well as Senior Claims Executives, Julie Pichler and Andrew North, cementing the Clubs presence in the region. To bolster the team further, the Club is currently recruiting for a senior claims executive role and are open to candidates from either London or Newcastle.

Superior appointment

Superior Industries, a US-based manufacturer and global supplier of bulk material processing and handling systems, announces the addition of Kristin Sweeney as Director of Sales for the companys turnkey plant Construction Management division.

The board of directors of MacGregor Group AB has appointed Jonas Gustavsson Chief Executive Officer of MacGregor as of 1 August 2025. He succeeds Leif Byström, who is retiring.

Kongsberg office

Kongsberg Maritime, one of the worlds leading providers of maritime technology solutions, has announced the opening of two new offices in Indonesia, located in Jakarta and Batam.

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

Helpful Hints
When one hosts a dinner party, it is essential that all the place mats match, or, at the very least, that they all come from the same fast-food restaurant.

Entertaining in your backyard? The key to a nice-looking lawn is a good mower. I recommend one who’s muscular and good looking and young.

My favourite party game is “Pin the Cleanup on the Guests.”

Nothing in the world is quite so entertaining as pouring old milk into new containers before having guests over.

A good host must always be a ‘stickler’ for attractive food presentation! I always take the foil’ completely off’ the TV dinner before serving.

Getting your home in tiptop shape for a party can be fun if you think of it as kicking dust bunnies!

Take short cuts! I used to offer my guests instant coffee. They kept whining for hot water to go with it.

The best way to prepare a roast is to make an aluminium foil tent over your roasting pan. Similarly, the best way to prepare for relatives is to pitch a tent in the backyard and stay there until they leave.

When decorating for a party, be creative with regular household items. Some people might just see a moldy shower curtain with torn eyelets. What do I see? A new tablecloth.

The better you cook, the more likely your guests will return. Which is why I’m not usually too hot in the kitchen

Thanks for Reading the Maritime Advocate online

Maritime Advocate Online is a fortnightly digest of news and views on the maritime industries, with particular reference to legal issues and dispute resolution. It is published to over 20,000 individual subscribers each edition and republished within firms and organisations all over the maritime world. It is the largest publication of its kind. We estimate it goes to around 60,000 readers in over 120 countries.

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