IN THIS ISSUE
1. Casualty reporting in a fog of war
2. Club merger
3. Geoengineering
4. Bibby order
5. Cyber resilience
6. Environmental performance
7. Enclosed spaces
8. Yacht claim
9. Anchor arbitrator
10. Proceed with caution
11. Port expense checker
12. Health workshops
13. AI risks and opportunities
Notices & Miscellany
Readersâ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Casualty reporting in a fog of war
By Michael Grey
We can scarcely be surprised that increasingly confused noise emerges from the hostilities in the Gulf and Straits of Hormuz, with markedly diverse reports coming from the warring parties. Both the United States and Iranians claim to be completely in control of the waterway, with the formerâs blockade holding firm and the latterâs attacks on passing shipping continuing unabated. The US suggests that oil tankers are moving through the contested waters in considerable numbers under their energetic protection, while the communiques from the Iranians emphasise their ability to attack any ship that fails to do their bidding.
There is, however, no argument that ships are being hit by mines, drones and missiles, with deaths and injuries reported, although it has been suggested that a majority of ships have now become reluctant to report attacks to the co-ordinating UKMTO.
The UK Maritime Trade Operations organisation, which had been regarded as a reliable source of information about the hostilities in the region, now finds itself less able to do this job, and has noted that something of a fog of war has descended. The once simple tool of AIS as a tracking aid has become particularly unreliable, with ships, depending on the advice they are given at any moment in time, switching it off and on.
Why would a ship under attack not report the fact? One can imagine that in such a confused situation there are more important things to do, such as looking after the lives of the crew and tackling fires or flooding. There may be very reasonable apprehension of another attack, which might justify radio silence. Or might it be that the reports from attacked ships are often relayed via naval forces, which are, for security reasons, not passing them on?
It has been suggested that the US forces are anxious (or politically pressurised) to demonstrate that transits through the straits are perfectly safe and substantial numbers are making the passage under their protection. It might be an unworthy suggestion, but might the preoccupations of the US Commander in Chief have switched from the regional hostilities, to the flow of oil, insofar as this assists in his Mid-Term election chances. Some critical commentators have alleged that President Trump has lost interest in the whole Iranian adventure and is only concerned with extricating himself from this unrewarding task, whatever this might mean to the strategic waterway.
The statistics issued by the UKMTO present a rather less rosy picture of the numbers of ships moving, to those provided from the US commanders, who are clearly anxious to stress their ongoing protective efforts. An objective observer might ask whether accurate numbers of successful transits and casualties are in fact possible in the prevailing circumstances.
From the point of view of those aboard merchant ships, their loved ones and those operating these ships, it would be advantageous if a more trustworthy picture could be made available, if only to get a better assessment of the realities of risk. What are the chances of being hit? Most merchant mariners do not go to sea to find themselves in a war zone, and such hazards have been multiplying both in the middle east and elsewhere. Do they really have choice (as provided in law) in the event their ship is directed to a place where there is a chance they will end up as targets? It might be that they will be given bonuses for braving such hazards, but how many, from countries where decently paying jobs are exceedingly rare, are forced to take risks that others, in happier situations, would not. It is worth noting that the Black Sea is increasingly not a location for the faint-hearted.
Others unwittingly find themselves aboard ships which have been sanctioned and run other sorts of risks, with more nations prepared to intervene to stop or even seize these vessels. And pretty well anybody, in a growing number of regions where conflict is close, will find that their instruments are subject to electronic spoofing and hacking, thus providing another source of doubt. One might say that this is a more âphysicalâ symptom of the fog of war, which may not lift in a hurry.
Michael Grey is former editor of Lloydâs List.
2. Club merger
Members of the UK P&I Club, and the TT Club have voted strongly in favour of merging the two organisations to create the first transport mutual to span the entire cargo supply chain. Together, the group will cover maritime, logistics, ports and terminals industries.
Approval was confirmed at the Clubsâ separate Special General Meetings held on 7th and 8th October, following a member voting process that opened in September. The merger will take effect from 20 February 2027, subject to regulatory approvals.
The vote is a significant milestone in the creation of a united group that is competitively distinct in the maritime and logistics insurance markets. It brings together the UK P&I Club, which insures more than 250 million tonnes of owned and chartered tonnage, and the TT Club, which insures 80% of the worldâs container fleet and has an insurable interest in more than 70 of the worldâs top 100 ports. The combined organisation will have annual premium income of around US$ 750 million and free reserves of around US$888 million. The operation is expected to generate a 5% overall improvement in the combined ratio.
Against a backdrop of geopolitical uncertainty, rising claims costs, rapid technological change and intensifying competition for specialist skills, the merger uniquely positions the Clubs to support Members in navigating a risk landscape that is more complex and operationally connected than ever before. Merging the Clubs will create greater scale, financial strength and resilience to deliver long-term value for Members. They will benefit from market-leading technical expertise, greater access to specialist knowledge and technology, and a wider pool of resources and distribution networks across the transport chain. These will be backed by the clubsâ combined depth in underwriting, claims and loss prevention.
Both clubs will retain their names, brands and market positions, and members will continue to be supported by their existing underwriting, claims and service teams. Each Club will have its own Club Committee to provide focused, club-level oversight.
Jan Valkier, chairman of the UK P&I Club, said: âOur members have given a clear and resounding endorsement to this merger, and I thank them for their support. This is a landmark moment for both Clubs. Together we will create a group that is genuinely different from anything else in the market, with the scale, financial strength, insight and investment capacity to meet an increasingly complex and connected risk environment. Members will continue to work with the people they know and trust, and the UK P&I Club remains firmly committed to the International Group, which is a cornerstone of our identity.â
Morten Engelstoft, Chairman of the TT Club, said: âFor more than 50 years the TT Club and the UK P&I Club have worked side by side, so this merger is a natural evolution of a relationship built on shared values. Our Members recognise that the risks facing their businesses are increasingly interconnected with adjacent industries. By combining our expertise across ships, ports, terminals and the wider supply chain, we can offer broader knowledge, deeper technical insight and greater access to specialist talent and technology, while preserving the specialist, club-level service and distinct identity our members value.â
The groupâs parent company will be called United Transport Mutual Limited (âUTMâ) and it will provide governance, capital strength, stability and shared platforms to support the Clubs. The UK P&I Club and TT Club will continue to shape their own products, underwriting approach, and Member proposition.
UTM will also serve as the parent entity for the acquisition of Thomas Miller Holdings, following the acceptance in September by Thomas Millerâs shareholders of the clubsâ joint acquisition offer. Regulatory approval for the acquisition is expected in the coming weeks
UTM will be led by a parent board drawing on the executive and non-executive expertise of both Clubs. Niels Smedegaard, who has served on the boards of both the UK P&I Club and the TT Club, has been appointed Chairman alongside Morten Engelstoft and Jan Valkier as co-Chairs. Simon Beale and Marcus Hine also join the UTM board. Andrew Taylor becomes Chief Executive Officer of UTM. William Beveridge succeeds Andrew Taylor as Chief Executive Officer of the UK P&I Club, and Kevin King remains Chief Executive Officer of the TT Club. These appointments, alongside other executive-level changes, will take effect as part of a phased transition as the merger progresses.
Andrew Taylor, CEO, UK P&I concluded: âUnited Transport Mutual has been created to let every part of the group do what it does best. By bringing the management business into mutual ownership, value that previously left the Clubs will now be retained within the group and reinvested for Members, in the people, expertise, service and technology that will define the mutual of the future.â
The clubsâ leadership is committed to ensuring a carefully managed transition for its members, customers and employees. There will be no change to the day-to-day arrangements with members, brokers and clients.
3. Geoengineering
The International Maritime Organization (IMO) has adopted new guidance aimed at ensuring marine geoengineering research avoids unacceptable impacts, amid growing interest in climate change mitigation technologies.
Marine geoengineering involves methods to increase the oceanâs capacity to absorb carbon dioxide from the atmosphere or store carbon for long periods. However, their potential impacts on marine ecosystems are not yet fully understood.
Meeting at IMO Headquarters in London, parties to the 1972 Convention on the Prevention of Marine Pollution by Dumping of Waste and Other Matter (London Convention) and 1996 Protocol to the Convention (London Protocol), adopted a resolution establishing assessment frameworks for ocean fertilization, ocean alkalinity enhancement and ocean sinking biomass.
The frameworks will help governments determine, on a case-by-case basis, whether proposed activities constitute legitimate scientific research and whether they can proceed without unacceptable risks to the marine environment.
Welcoming the achievement, IMO Secretary-General Arsenio Dominguez said:
âAt a time when marine geoengineering is attracting increasing scientific, commercial and public attention, they provide regulators and researchers with rigorous and transparent tools for assessing proposed activities and protecting the marine environment.â
The frameworks provide a common structure for a precautionary approach for the following three marine geoengineering methods:
Ocean fertilization: Stimulating primary productivity in the ocean by adding nutrients to seawater to encourage phytoplankton growth, which absorbs carbon dioxide from the atmosphere;
Ocean alkalinity enhancement: Adding alkaline substances to seawater to increase the ocean’s capacity to absorb atmospheric carbon dioxide and counteract ocean acidification.
Ocean sinking of biomass: Deliberately placing biological material, such as marine or terrestrial plant matter, into the ocean to store carbon.
Each framework covers initial screening, environmental assessment, risk management, decision-making and post-project review. Assessments can be revisited as new information becomes available.
Under the frameworks, all proposals must demonstrate a legitimate scientific purpose, thoroughly assess environmental risks, ensure proper stakeholder consultation and peer review, and include rigorous monitoring and transparent reporting.
The parties emphasized that scientific knowledge remains limited, and that research should proceed cautiously, with environmental protection as the top priority. Further scientific research is needed before any activities beyond the research stage can be considered.
The adoption of these frameworks reaffirms the essential role of the London Convention and London Protocol in responding to new and rapidly evolving human activities in the ocean.
Other key decisions
The parties also approved guidance on the end-of-life management of fibreglass reinforced (FRP) vessels and alternatives to at-sea disposal developed in cooperation with UNEP. They agreed on intersessional work to consider the relationship between the London Convention and London Protocol and the Agreement on Marine Biological Diversity of Areas beyond National Jurisdiction (BBNJ Agreement).
The 48th Consultative Meeting of Contracting Parties to the London Convention and the 21st Meeting of Contracting Parties to the London Protocol (LC 48/LP 21) took place at IMO Headquarters in London from 5 to 9 October 2026, chaired by Radia Razack (South Africa).
4. Bibby order
Bibby Marine launched its new first-of-a-kind electric commissioning service operation vessel (eCSOV) at Armon Shipyard in Vigo, Spain, on Saturday 10 October, marking a major milestone in the vesselâs journey from concept to reality. The vessel, which will carry the name Staffordshire, entered the water at an event attended by members of the Bibby family and senior Bibby Line Group representatives. This launch represents a landmark achievement not only for Bibby Marine, but for the future of sustainable offshore operations.
Guests gathered at the shipyard to witness this proud moment, as Alice Bibby, a member of the Bibby family, cut the ceremonial rope and the vessel entered the water for the first time. Representatives from Bibby, project partners and members of the Bibby family joined together to celebrate the achievement and recognise the contribution of everyone involved in bringing this industry-leading vessel to life.
Jonathan Lewis, Group CEO at Bibby Line Group, said: âThe launch of Staffordshire is a proud moment for Bibby Marine and for everyone who has helped bring this vessel to life.
âThis is not just another vessel entering the water; it is a game-changing step towards cleaner, smarter and more efficient offshore operations. It shows what can be achieved when vision is matched by delivery â bringing together new technology, maritime expertise and a team committed to making change happen.
âI am hugely grateful to colleagues across Bibby Marine, Armon and all our project partners. They should feel real pride in what they have built, and in the impact Staffordshire can have for our customers, our industry and the future of offshore wind.â
Staffordshire is a name with deep roots in the Bibby fleet and this will be the fifth vessel to carry it. The vessel follows ships that sailed in 1894, 1929, 1950 and 1977, each one marking a new chapter in the companyâs history.
Nigel Quinn, CEO at Bibby Marine, said: âSeeing the vessel in the water is a landmark moment for everyone involved in the project. Bibby has moved with every energy transition since 1807, from wind to steam, coal to oil, and now to battery power, putting the most advanced propulsion available to work, not just the most familiar. Itâs exactly what the offshore wind sector needs from its support fleet next.â
The new eCSOV has been designed to revolutionise wind farm operations â supporting offshore operations with modern capabilities, efficiency and comfort for those working on board. The launch in Vigo forms part of the vesselâs journey towards entering service, representing another important chapter in Bibby Marineâs continuing maritime story.
The eCSOV is designed around battery-first propulsion, with its energy storage system acting as the primary source of power rather than a supplementary one. This represents a distinction from the hybrid-assist designs more common across the sector. Bibby Marine has partnered with Kongsberg and Corvus Energy on the vesselâs propulsion and battery systems, and is working with Stillstrom to develop compatibility for offshore charging. Bibby Marine estimates this approach can cut vessel operating costs by more than 40% in self-charging mode, rising to around 70% once the eCSOV is able to operate on offshore charging alone. The project has previously been supported by ÂŁ20 million in funding from Zero Emission Vessels and Infrastructure (ZEVI). The eCSOV forms part of a wider industry push to decarbonise offshore wind support vessels, backed by the growing global build-out of offshore wind capacity.
Over the coming months, the vessel will be fitted out at Armon Shipyard, including installation of its battery systems, ahead of delivery and a formal naming ceremony next year. Further updates will follow as each stage is completed.
5. Cyber resilience
KR (Korean Register) marked the launch of the pilot service of KR Cyber Resilience Platform (KR-CRP), a cyber resilience management platform developed by KR, with an event at the Wyndham Grand Busan on October 13. Nearly a hundred participants attended, including executives from leading Korean shipping companies and ship managers such as SK Shipping, H-Line Shipping, Hyundai LNG Shipping, HMM Ocean Service and POS SM, as well as representatives of system integration (SI), security and IT solution companies.
The event kicked off with a seminar on international regulations and response measures for ship cyber security, followed by a presentation of KR-CRPâs pilot service.
Offering a digital environment for preparing and managing the design documents required under IACS Unified Requirement (UR) E26 on cyber resilience of ships, the platform is linked to KRâs drawing approval and classification survey processes. This is intended to reduce the documentation and approval burden on shipowners and shipyards and make regulatory compliance more efficient.
Topics covered during the seminar included ISO/IEC 27001:2022 on information security management systems, standard procedures on cyber security for shore-based managers, and KR-CRP for UR E26 compliance. A demonstration then showed how KR-CRP can draw on data from existing onboard security monitoring systems developed and installed by third parties to support data-driven class surveys, streamlining survey preparation and reducing time on board, highlighting its practical applicability.
To support prompt, systematic response to ship cyber incidents, KR also announced plans for an internal collaborative framework. Its Statutory System Certification Team, which works with shipping companies on ISM and ISPS Code audits, will act as the single point of contact for reporting incidents, with relevant departments working together on technical analysis, recovery support, vessel safety verification and survey support.
Feedback from shipowners and shipyards gathered during the pilot service will be used to continually improve the functions and usability of KR-CRP, further strengthening the industryâs cyber resilience and compliance with international regulations.
âAs ships and shore-side systems become more connected, cyber resilience is fast becoming a prerequisite for safe and reliable shipping,â said Yongsok Lee, Chairman & CEO of KR. âWe will continue to support our clients, including shipowners and shipyards, with practical, technology-driven services such as KR-CRP, to help ease the burden of regulatory compliance and focus on operating safely at sea.â
6. Environmental performance
Port of Aarhus has set up a new 20-point threshold as updated methodology reflects changing environmental priorities in shipping.
The updated Environmental Ship Index (ESI 2.0) is prompting ports to review how they reward better environmental performance, as the new methodology brings vessel scoring more closely in line with the environmental priorities shaping shipping today.
Developed and owned by IAPH and administered globally by OceanScore, ESI provides ports with a framework for identifying and incentivising vessels that perform beyond environmental standards. ESI 2.0 updates this framework to reflect developments in regulation, technology and vessel operations, with increased recognition of areas including energy use, greenhouse gas performance, innovation and electrification.
For ports, the change is not only about new vessel scores. It is also an opportunity to consider whether existing incentive thresholds continue to encourage the environmental performance they are designed to reward.
Port of Aarhus is one of the ports taking this approach. Following an assessment of how vessels calling at the port would perform under ESI 2.0, Aarhus has decided to introduce a new qualifying threshold of 20 ESI points and review it annually.
ESI 2.0 reflects the priorities of shipping today
As shipping adopts cleaner fuels, electrification and new emissions-reduction technologies, the way environmental performance is measured also needs to evolve.
ESI 2.0 reflects this changing landscape through four environmental dimensions â NOx, SOx, GHG and innovation â with the updated methodology taking greater account of vesselsâ energy mix, operational choices and technologies. This allows environmental performance to be recognised as fleets invest in new ways to reduce their impact.
For ports using ESI as the basis for environmental incentives, these changes can also affect which vessels qualify under existing schemes. A threshold designed around the previous methodology may produce a different outcome under ESI 2.0.
This makes understanding the impact on the vessels actually calling at a port an important part of adapting an incentive scheme.
To understand the impact of ESI 2.0, OceanScore analysed Port of Aarhusâ 2025 vessel calls and how its existing incentive scheme would perform under the updated methodology.
Based on projected ESI 2.0 scores, the analysis indicated that around 58 vessels qualifying under ESI 1.0 would no longer meet the portâs existing threshold.
Aarhus subsequently reviewed its approach and decided to introduce a new qualifying threshold of 20 ESI points.
The decision is intended to keep environmental improvement within reach for shipping companies while maintaining an incentive to perform better. Rather than setting a threshold that could discourage participation, the port wants its scheme to continue motivating vessels to improve their environmental performance.
âChoosing an ESI-score threshold is a balance. Too high and it becomes too hard for the shipping companies to reach no matter what the benefits are. We want the threshold to be ambitious and make a difference to the environment, but it only matters when shipping companies work towards it,â says Anne Zachariassen, COO of Port of Aarhus.
The port hopes the change will motivate more shipping companies to work towards higher ESI scores. It will review the 20-point threshold annually and expects to raise it over time as environmental performance improves.
The approach also complements Aarhusâ wider environmental ambitions. The port has built Denmarkâs first shore power facility for cruise ships and is currently developing a new shore power facility for container vessels, reinforcing its focus on electrification and reducing emissions from vessels while in port.
The Aarhus example demonstrates how ports can respond to changes in environmental performance measurement while keeping their incentive schemes relevant to the vessels they serve.
There is no single threshold that will work for every port. Vessel mix, environmental priorities and the objectives of individual incentive programmes differ. Understanding how vessels perform under the updated methodology therefore gives ports a stronger basis for deciding where to set thresholds and how to structure incentives.
âESI 2.0 reflects how environmental priorities in shipping are evolving, and the Aarhus example shows how ports can translate that into practical incentives,â says Thomas Smith, Head of Cargo Solutions at OceanScore. âThe important thing is to understand what the new scores mean for the vessels actually calling at a port and ensure the incentive continues to encourage improvement.â
OceanScore supports ESI ports in understanding the impact of the updated methodology on their vessel traffic and incentive structures, while the design and thresholds of individual schemes remain the decision of each port.
From January 2027, ESI will also operate alongside the Environmental Port Index (EPI) as complementary modules under the IAPH umbrella. ESI reflects a vesselâs overall environmental profile, while EPI uses operational data to assess environmental performance during individual port calls.
Together, the two approaches will give ports a broader basis for understanding environmental performance and turning that insight into practical incentives â supporting better-informed decisions, environmental progress and incentive schemes that continue to evolve alongside shipping.
7. Enclosed spaces
InterManager has called for urgent industry action on enclosed space safety after its latest research highlighted persistent failures in procedures, training, leadership and accident prevention. The organisation has recorded 354 enclosed space accidents over the past 30 years, between 1996 and 2026, across tankers, bulkers, general cargo ships, passenger vessels, containerships and other vessel types.
Its latest seafarer survey identifies a recurring gap between safety procedures and operational reality onboard. Over 900 respondents highlighted overly complex paperwork, inadequate time and manpower, commercial pressure, insufficient practical training and a reluctance to address underlying causes.
The survey also highlights concerns that inspections can focus on superficial compliance rather than the effectiveness of actual safety practices. It also identifies opportunities to make greater use of real-time gas sensors, wearable technology, digital permits, hands-free communications and unmanned inspection tools to reduce human exposure.
The organisation says its latest seafarer research points to two clear priorities. The need for continuous professional development, rather than one-off training, and for seafarers to be more directly engaged in the systems, ships and resources they are expected to operate safely.
Current enclosed space training is often concentrated around a single exercise when people commence their careers. InterManager says this must now be enhanced to deliver competence, rather than just training, particularly as enclosed space entry training is being considered as part of the current review of STW requirements, with the International Chamber of Shipping leading industry input.
InterManager will explore the survey findings and wider enclosed space safety concerns during a webinar, run in conjunction with The Nautical Institute, on 27 October 2026 at 10am GMT. The webinar will bring together industry experts, Captain Pradeep Chawla, CEO of Marie Pals, Captain Garry Hallett from InterManager and Richard Cowburn, human factors specialist, to discuss where the industry stands now on enclosed space safety, how seafarers and shore-based stakeholders feel about current practice, and what practical action is needed next.
The session will be moderated by David Patrirko FNI, Director of Projects at The Nautical Institute and aims to inform, educate and engage the industry by sharing the research findings, discussing operational realities and encouraging wider debate on how enclosed space deaths can be prevented.
Captain Kuba Szymanski, Secretary General of InterManager, comments:
âEnclosed spaces have been killing seafarers for decades. The industry does not need more paperwork for the sake of paperwork, it needs practical measures that work onboard. If a procedure cannot realistically be completed with the time, people and equipment available, then we need to question the system, not blame the seafarer.â
InterManager says training should place greater emphasis on how enclosed space entry should be carried out safely in real operational conditions, supported by regular drills, refresher training, effective gas detection and robust rescue arrangements. It is also calling for greater attention to ship design, including reducing the need for enclosed space entry through better equipment positioning, improved coatings and more durable pipework. It also criticises poor industry data sharing and inconsistencies in accident investigation, warning that lessons cannot be learned effectively if information is delayed, incomplete or withheld.
Captain Szymanski adds:
âWe already know many of the factors behind these accidents. What is missing is consistent action. The priority now must be simpler procedures, better training, stronger leadership, improved ship design and far greater sharing of accident data. Enclosed space deaths are not inevitable. The industry has the knowledge to prevent them so why isnât it doing it already?â
To register for the webinar on 27 October 2026 please click here: https://register.gotowebinar.com/register/5454994302299166808?source=Elaborate
8. Yacht claim
A marine surveyor has successfully defended a claim exceeding US$5 million following the loss of a yacht at sea after cargo insurers failed to commence legal proceedings within the required time limits, International Transport Intermediaries Club (ITIC) has highlighted in its most recent Claims Review.
The claim arose after a yacht being transported as cargo aboard a heavy-lift ship was lost overboard during heavy weather. Cargo insurers alleged that the yacht’s securing arrangements were inadequate and sought to hold the surveyor responsible for the loss.
The surveyor had inspected the loading and securing arrangements before the voyage and issued a certificate confirming that the lashings and fastenings were satisfactory. The certificate also set out several ongoing requirements, including regular inspections and tightening of the lashings during the voyage, as well as avoiding severe weather where possible.
The claim was first presented nearly six years after the incident. ITIC assisted the surveyor in denying liability and defending the claim, providing approximately US$200,000 in legal costs to fund the defence.
Although the cargo insurers were granted an initial extension of time, they failed to commence proceedings before the extended limitation period expired. They subsequently attempted to pursue the claim in another jurisdiction with a longer limitation period, but proceedings were also commenced after that time limit had passed.
The courts upheld the surveyor’s time-bar defence, bringing the matter to an end.
Mark Brattman, Claims Director at ITIC, commented: âA marine surveyor may only be involved in an operation for a short time, but the risk of a claim can remain for years. When something goes wrong, their work may come under scrutiny long after the assignment has ended. This is why limitation periods are an important defence even when a claim appears significant.
âThis case shows why professional indemnity insurance is about more than paying compensation. Defending a claim can be expensive, even when the claim is unsuccessful. In this instance, legal costs alone amounted to over US$200,000.
âSurveyors need to be clear about the scope of their appointment, document any conditions or ongoing requirements and retain their records. When a claim arises years later, inspection reports, certificates and correspondence can make a significant difference to the defence.â
The case features in the October 2026 edition of ITIC’s Claims Review, which examines claims involving marine professionals and what marine professionals can learn from them.
9. Anchor arbitrator
In London Calling: The Case for an Anchor Arbitrator Brian Perrott of HFW considers the issues.
One advantage of having practised for over three decades is being able to look back and ask whether things could be done differently.
Over the next few months, together with our usual snappy case summaries, I plan to share some thoughts and ideas (comments are always welcome).
Here is one idea.
I have been involved in many long-term contracts, whether chartering or commodity selling, where a dispute emerges and everyone goes off into what can become a less-than-amicable resolution process. These disputes can be distracting and can build distrust.
Let me propose something different.
For disputes under a certain dollar level, why not include a clause that refers live matters and disputes to a named, contractually agreed sole arbitrator who will, as agreed, adopt a simple procedure to decide the outcome without great cost or escalation?
If you like, a contractually âresidentâ or âanchorâ (named) sole arbitrator who assists the parties throughout the contractâs term.
Clauses can be designed to deal with events such as retirement or incapacity.
Just a thoughtâŠ.
10. Proceed with caution
While commercial risks exist for companies failing to adopt artificial intelligence, maritime business leaders must take a critical, structured approach to deploying this rapidly evolving technology, advised technology experts at the recent Demystifying AI in Maritime Summit organised by Intent Communications and Consulting..
The summit brought together digital and AI leaders from across mainstream technology, road, rail, aviation, commercial law, healthcare, and finance. The event bridged the gap between rapid technological evolution and maritimeâs unique operational requirements, delivering cross-industry learning and actionable strategic insights.
Namrata Nadkarni, CEO and Founder of Intent Communications and Consulting, said, âThe maritime industry must learn from others and speak the same language, as it connects us to other transport and legal and financial sectors using these technologies. Maritime is critical infrastructure â we cannot afford for things to go wrong. This pulls us out of alignment with the technology sector’s motto âBreak it and build betterâ. We cannot afford to break it.
âWe must be thoughtful in our adoption of this rapidly changing tool; itâs essential we understand and mitigate the risks as much as possible, pinpoint where the biggest value is at an industry-wide and company level, develop our own guidance and best practice, work with regulators, and not only prepare our workforce for the changes ahead but listen and include them at the centre of this change.â
Summit sessions delivered a practical blueprint for boardrooms: cutting through AI hype, evaluating use cases, preparing sea- and shore-based workforces, managing change, and fortifying cybersecurity against expanding threat surfaces.
Grant Allen, Technology Programme Manager at Google, noted, âAI offers so much potential and great things can be done with it, but we should never forget that it is humans grappling with that tool. If it sounds like a people and change management problem, then it is; winning over hearts and minds is key. If people donât believe there is a future for them using AI, then they won’t use it.â
A core consensus emerged: AI readiness relies on clean, structured data foundations to prevent errors and hallucinations. Furthermore, organisations must recognise that AI acts as a risk multiplier, opening new avenues for cyber threats across interconnected supply chains.
Daisy Radford, Principal at global risk consultancy Control Risks, highlighted, âThe same things supercharging our tasks are supercharging cyberattacks too and creating a bigger attack surface. It is not just your own adoption of new tools to consider, but suppliers and the suppliers of suppliers. The number of vulnerabilities is compounding and paths are increasing to more easily access critical systems.â
The summit marks a major milestone in Intent Communicationsâ Digitalisation and AI in Maritime campaign. Chris Greenwood, Commercial Director for Western Europe & Americas at Bureau Veritas Marine and Offshore (a platinum sponsor of the campaign and summit), commented: âThe past yearâs roundtables as part of the Demystifying Digitalisation and AI in Maritime campaign have allowed us to have honest conversations about what AI means for all of us. Gatherings like this really matter, as no single organisation has all the answers. By collectively having these conversations, we can ensure our ambition with this amazing technology is matched by the robust governance needed to build trust. A common theme throughout the past year is that our ability to capitalise on AI is not about technology, but about trust.â
Nadkarni added, âThe Demystifying AI in Maritime Summit cut through the hype and helped attendees gain a shared understanding of the opportunities and pitfalls of AI from technology experts in their respective fields and industries. This summit forms part of our wider, year-long Digitalisation and AI in Maritime campaign, to pull in knowledge about this transformative technology that is rapidly changing not only the way maritime works, but the world. We look forward to carrying these discussions forward next year.â
11. Port expense checker
HarborLab, the AI-powered platform for port cost management, has launched DEX, an AI assistant that checks every port expense on a DA, so analysts can focus on what needs a decision.
DA analysts are skilled professionals who know the tariffs, the ports, and the agents they work with. Yet every line of every DA gets the same attention, whether it needs it or not. Pilotage that matches the tariff takes as long to confirm as a line that needs a closer look, while port call volumes grow faster than the teams that review them. DEX redirects that attention by doing the routine checks, so analysts start with the answer and spend their time on exceptions.
Integrated into HarborLabâs DA evaluation page, DEX reviews Proforma and Final Disbursement Accounts for commercial port calls. Each port expense is checked against the applicable port tariff, parameters are validated against historical Final DA data, and every line is classified as correct, incorrect, or open to negotiation. Open points are consolidated into a single clarification email to the agent, and on Proformas, expenses that meet the companyâs approval rules can be approved automatically. On Final DAs, expenses are located in the supporting documents and checked against live tariffs.
Control stays with the customer. DEX works under rules agreed with each company, and each step can wait for the evaluator or run automatically, depending on the company’s choice. DEX never approves a DA and never sends an email on its own. Every action is logged, so teams always know what DEX did and what their analysts approved.
HarborLab ran DEX on its own DA desk before making it available to customers.
“Every port call ends with a DA, and every line of that DA gets checked, whether it needs it or not. DEX changes where that attention goes. It does the routine work under the rules each company sets, and leaves its people the decisions only people should make. We put it to work on our own DA desk first, because that is the standard we hold ourselves to. Today we open it to the industry,” said Antonis Malaxianakis, Founder and CEO of HarborLab.
12. Health workshops
The Nautical Institute will deliver two in-person professional development workshops in Accra, Ghana this November, with sponsored places available through support from The Seafarersâ Charity.
The workshops form part of a wider programme designed to strengthen leadership capability, improve mental health awareness and promote safer, more inclusive working cultures across the global maritime sector.
The Leadership and Professional Behaviours Workshop will take place on 16 November, followed by the Mental Health and Wellbeing Workshop on 17 November.
The initiative responds to continuing challenges around leadership, communication, psychological safety and access to professional development within maritime workplaces. While international training standards provide an essential baseline for leadership and management competence, The Nautical Institute believes there is a continuing need to address the practical human and cultural challenges experienced by people working at sea and ashore.
These can include poor communication, excessive hierarchy, unmanaged stress, limited inclusivity and working environments in which people may not always feel confident speaking up or asking for support.
The Accra workshops will tackle leadership and wellbeing together, recognising the close relationship between the way people are managed and the safety, motivation and resilience of maritime teams.
Somiyeh Djavanroodi, Head of The Nautical Institute Academy, said: â As the maritime industry continues to evolve, the importance of effective leadership and positive workplace cultures has never been greater. Technical competence will always be fundamental, but organisations also need leaders who communicate effectively, foster psychological safety and support the wellbeing of their teams.
âThrough these workshops, The Nautical Institute is bringing together maritime professionals from across the industry to develop the behaviours, skills and confidence that contribute to safer, healthier and more resilient workplaces.â
The workshops are open to participants from across the maritime industry, including seafarers, ship managers, engineers, regulators and policymakers. By bringing together professionals with different operational and regulatory perspectives, The Nautical Institute aims to encourage discussion around what effective maritime leadership looks like in practice and help establish a shared baseline for good leadership behaviours.
The Leadership and Professional Behaviours Workshop will focus on practical leadership effectiveness, professional conduct, communication, inclusivity, motivation and decision-making.
The Mental Health and Wellbeing Workshop will help participants develop greater awareness of mental health challenges, recognise signs of stress and deterioration, understand appropriate support pathways and build greater confidence in supporting colleagues.
Both workshops will use interactive and scenario-based learning, with face-to-face delivery designed to encourage discussion, peer learning and the practical application of skills to real maritime working environments.
The Ghana workshops form part of a programme of six in-person workshops being delivered by The Nautical Institute in collaboration with The Seafarersâ Charity. Each location will receive paired leadership and mental health sessions, reflecting the importance of addressing professional competence and wellbeing together.
The programme aims to improve leadership behaviours and communication onboard and ashore, increase confidence in addressing mental health concerns, strengthen inclusive team cultures and equip maritime professionals with practical tools to manage stress, conflict and challenging workplace situations.
Sponsored places remain available for both workshops with the support of The Seafarersâ Charity. The workshops are open to maritime professionals from across the industry, and applications are encouraged from those working at sea and ashore, including seafarers, ship managers, engineers, regulators and policymakers.
13. AI risks and opportunities
Hill Dickinson has been looking at a recent case involving AI use in a court case. A litigant in person had filed a 300-page skeleton argument created using ChatGPT with the Employment Appeal Tribunal (EAT) as part of an appeal of a strike-out order made by an employment tribunal. He accepted that the EAT could not realistically read it before the hearing and invited the respondents to identify any factual errors, inaccurate quotations, incorrect dates, faulty bundle references or misrepresentations.
The EAT found the document entirely unacceptable. It did not comply with the EAT Practice Direction 2024 (PD), served to âobscure rather than to illuminateâ the issues and was not within the PD’s recommended five to 15 pages. The claimant had not checked it and accepted that it lacked credibility.
The EAT has observed a significant increase in AI usage before courts and tribunals and stated âAs is well-known, the technology presents both risks and opportunities.â
For the full story see the Hill Dickinson website.
Notices and Miscellany
New chairman
Alex Vainokivi has been appointed Managing Director of SRC Estonia, part of SRC Group – an international ship modernisation and conversion group. The management change reflects SRCâs aim to drive further growth by expanding its portfolio of proprietary products and technologies as well as its project-based services.
Vainokivi, previously Innovation Manager, takes over day-to-day management from SRC Groupâs founder and major shareholder, Hannes Lilp, who remains CEO and Chairman of SRC Group. Lilp will focus on SRC Groupâs strategic management, international business development and collaboration with the heads of its subsidiaries.
RINA lecture
The 2026 Royal Institution of Naval Architectsâ Presidentâs Invitation Lecture will explore the role nuclear propulsion could play in future commercial maritime systems, alongside the technical and regulatory considerations associated with its development and adoption.
Rob Chaplin, Senior Principal Marine Engineer at CORE POWER, will join participants at this yearâs Presidentâs Invitation Lecture to present âNuclear propulsion and regulation of future commercial maritime systemsâ.
For details see the RINA website.
Europort Istanbul
From 4 to 6 November 2026, Europort Istanbul will bring the international maritime industry together at the Yenikapı Expo Center in Istanbul. With 300 companies from more than 30 countries exhibiting, dedicated international pavilions and the debut of the BlueBridge Maritime Istanbul Forum, the exhibition will highlight the technologies, partnerships and practical solutions shaping the future of shipping and shipbuilding.
For more information on Europort Istanbul 2026, visit: www.europort.com.tr.
Nor-Shipping
Nor-Shipping is hunting for innovations with the potential to transform maritime challenges into opportunities, delivering commercial, operational and environmental advantages for the years ahead.
Nor-Shipping 2027, taking place in Oslo and LillestrĂžm from 7-11 June, has announced the launch of its latest Ocean Solutions Award. Conceived to showcase breakthrough ideas, products and concepts that are either currently available or near commercialisation, the award is open to all Nor-Shipping exhibitors and speakers in official conferences and seminars.
The winner will be announced in front of an audience of international decision makers at Nor-Shippingâs Ocean Leadership Conference on 8 June 2027.
Maritime clusters
The International Association of Maritime Clusters will be holding a free online conference bringing together maritime clusters to debate challenges and opportunities. Discussion will include cooperation in a competitive world, talent without borders and bringing large and small clusters into the same conversation. For details see the website.
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
The psychiatrist was interviewing a first-time patient. “You say you’re here,” he inquired, “because your family is worried about your taste in socks?”
“That’s correct,” muttered the patient. “I like wool socks.”
“But that’s perfectly normal,” replied the doctor. “Many people prefer wool socks to those made from cotton or acrylic. In fact, I myself like wool socks.”
“You DO?” exclaimed the man. “With oil and vinegar, or just a squeeze of lemon?”
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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