1. Not everyone is a victim
2. Bulker casualties
3. Pooling marketplace
4. Retrofits
5. Alternative fuels
6. ITIC settlement
7. Maritime confidence
8. Ocean workersâ role
9. Jones Act risks
10. The Mareva Injunction
Notices & Miscellany
Readersâ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Not everyone is a victim
By Michael Grey
It almost seems to be an unwritten rule these days, that if you are any sort of celebrity, star, influencer (whatever that is) or person of importance, you must confess to some terrible problem in your past that has left you mentally scarred and requiring regular doses of therapy. Whatever it was, it has given you the significant and very desirable qualification of victimhood, which will provide you with important kudos in your career. Small wonder that people of more humble status seek to emulate their supposed betters and eagerly join the âcommunityâ of whatever psychological problem that has been shown to be so fashionable.
All of which contributes to the plague of mental illnesses which has descended upon most societies in recent years and which shows no sign of diminishing. Anxiety alone seems to be the reason why millions of people would rather stay at home rather than engage in meaningful toil. It is a courageous person who suggests that many of these problems stem from a lack of resilience and an inability to cope with the rough patches of life, with far too much introspection and focus upon what might be described as the âinner me.â A public statement to this effect which diminishes the reality of victimhood risks having all sorts of very angry âcommunityâ representatives calling for blood, cancellation and worse.
Seafarers, apart from being rather nicer than shore-side folk, mirror society in most ways, so we maybe should not have been surprised at the way in which they are sometimes portrayed as a workforce that endures a great deal, is deprived of much that is enjoyed by those ashore, and is subject to a great deal of unhappiness. In short, seafarers need to be treated as victims, with access to all sorts of mental health facilities like those who live ashore. Carl Martin Faannessen, who is the Manila based CEO of Noatun Maritime, is clearly exercised by rather too much focus on seafarersâ problems. As reported recently in Splash, he suggests that it is entirely over the top to place âan entire group of highly skilled, adaptable and professional workers in a bucket.â He goes on to request that well-meaning society should âstop placing seafarers in a victim role, which few have ever asked for.â
One hopes that Mr Faannessen does not get too much flak for his intervention, which many people will suggest is very timely. He alludes to the pride skilled people have in their profession, in the truly essential job they are doing and the very many positives of life at sea. And those working for the very many decent employers in the industry will probably agree with him. It is also worth pointing out that endlessly worrying about the negative aspects of any profession will not exactly encourage the recruitment of new people, condemning the whole sector to a sort of slope of inevitable decline.
Which, judging from the remarks of all sorts of industry leaders about present and future manpower shortages, suggests that more focus upon the positives should be encouraged. And in the categories of both timely and positive matters, it is good to welcome (courtesy once again of Splash which surely has its finger on the industry pulse)- OffshoreShipAdviser.com in which seafarers are encouraged to ârateâ a range of factors about the ships in which they serve. It seems a cracking idea, operating for all maritime sectors and not just offshore, its anonymous organisers providing a vehicle whereby seafarers can obtain some indication of what conditions will be like on ships they might be considering to sail in. For a transient workforce it could be very useful to have some early indication of conditions aboard ship as it is a bit late after you have travelled half way across the world to join it. If you read âI wouldnât go across the dock in this hookerâ you might be suitably cautious.
The industry bottom feeders will hate it, of course, but the best ought to encourage it as just one more useful tool provided by âtech.â Some years ago BIMCO started a reporting system for the rating of ports and terminals, which surely acted as a spur for better service and a goad for those who treated their customers with inefficiency and distain. One would like to think that this has also been a force for good.
Michael Grey is former editor of Lloydâs List.
2. Bulker casualties
Dry cargo association INTERCARGO reports encouraging progress in bulk carrier safety, with vessel losses and fatalities continuing to decline over the last decade. However, serious security threats in 2024 demand urgent international action to protect seafarers and uphold freedom of navigation.
The Bulk Carrier Casualty Report 2025 identifies the loss of 20 bulk carriers (â„10,000 dwt) between 2015 and 2024, resulting in 89 seafarer fatalities. Groundings remain the leading cause of vessel losses, responsible for 45% of cases, while cargo liquefaction continues to pose the greatest threat to life, accounting for 55 deaths, which is more than 60% of the total. Cargo shifting (distinct from liquefaction) caused the loss of two ships and 12 lives, highlighting an additional area of concern.
Although only one operational casualty was recorded in 2024, the year was marked by three separate attacks on bulk carriers in the Red Sea â Rubymar, True Confidence and Tutor â involving missiles, drones and uncrewed surface vessels. These incidents, which resulted in four seafarer deaths, are documented separately from the statistical analysis but underscore a dangerous deterioration in maritime security.
John Xylas, Chairman of INTERCARGO, commented: âThe dry bulk sector should take pride in the improved safety performance reflected in this yearâs report. But the unacceptable attacks on merchant ships in 2024 have reminded us that safety today extends beyond seamanship and regulatory compliance; it is fundamentally about protecting human life. Seafarers must never be placed in harmâs way for simply doing their jobs.â
The report also shows that bulk carrier losses now average just two per year, with a notable decline in average fatalities per casualty over successive 10-year periods. These gains are attributed to improved ship design, better crew training, and stronger regulatory frameworks. Nevertheless, INTERCARGO emphasises that significant risks persist, particularly those related to improperly declared cargoes, navigational failures and delays in the submission of accident investigation reports by flag States. The average reporting time to the IMO GISIS platform remains over two years, severely hindering the industryâs ability to learn and implement timely corrective actions.
With more than 12,500 bulk carriers in service globally and demand for dry cargo trade continuing to grow, INTERCARGO reiterates its call for a collective industry commitment to achieving zero loss of life and zero loss of ships. The Association will continue to work with its members, international bodies and wider stakeholders to advance this goal, while also advocating for immediate measures to ensure the security of seafarers in high-risk regions.
The full Bulk Carrier Casualty Report 2025 is available at: https://www.intercargo.org/bulk-carrier-casualty-report-2015-2024/
3. Pooling marketplace
OceanScore has launched a new FuelEU Pooling Marketplace designed to simplify one of the newest and untrialled compliance mechanisms in maritime regulations: pooling of FuelEU compliance balances. Integrated directly into the market-leading OceanScore Compliance Manager, the Marketplace gives shipowners, managers, and operators a seamless way to manage their FuelEU obligations while connecting with reliable pooling partners â all in one place.
âThis just makes sense.â Thatâs the feedback OceanScore has consistently heard from early adopters of its new FuelEU Marketplace, and the sentiment captures what many in the industry have been hoping for: a compliance platform that makes regulatory compliance easier, less costly, and more transparent.
âWe built the Marketplace to reflect what our customers have been asking for: a clear, practical way to manage FuelEU compliance without incurring unnecessary complexity and costs,â said Albrecht Grell, Managing Director at OceanScore.
The OceanScore Marketplace is now available either as a standalone solution or as part of the comprehensive Compliance Manager suite, giving clients the flexibility to tailor the platform to their needs.
Making pooling practical
Pooling under FuelEU remains one of the most cost-effective ways for managing compliance costs. But it’s at risk of being administratively difficult, opaque in pricing, and inconsistent in contract terms.
OceanScoreâs Marketplace addresses these issues by making the process intuitive: users can review possible counterparties and their offers, select the most suited ones and then reach out directly to agree on terms and complete the transaction. No expensive middlemen, no additional counterparty risk, no unnecessary onboarding and settlement processes.
To reduce friction in contract negotiation, OceanScore has collaborated with leading maritime law firm Clyde & Co to offer a streamlined template for pooling agreements. Clients can use this standard agreement as a basis of own contracts or continue with their own terms. The goal is simplicity without compromising professionalism or protection.
Transparent and value-aligned pricing
In line with OceanScoreâs approach to simplifying compliance, the Marketplace is priced to support OceanScoreâs fast-growing customer base, itâs not set up as a stand-alone business. While other solutions in the market often come with onboarding fees, volume-based commissions, or hidden charges, OceanScore offers a single, nominal annual fee for the entire fleet. âWe designed the business model to align with our customers, not monetize complexity,â said Grell. âEspecially in todayâs tight-margin environment, we believe clarity and fairness matter more than ever.â
The Marketplace also operates without exclusivity requirements. Clients are free to explore other options, and OceanScore welcomes that. As Grell puts it: âWe want people to choose us because the service works, not because theyâre locked in.â
Webinar: introducing the Marketplace
To mark the launch, OceanScore will host a FuelEU Marketplace-focused webinar on 3rd July, open to shipowners, operators, and managers. The session will walk participants through how the platform works, recent pooling strategy insights based on OceanScore analysis, and what makes this model a smart alternative to more manual, fragmented compliance processes.
The Marketplace is already gaining traction, with initial liquidity provided by several surplus providers such as STX, Carbon Leap, and TT Lines, offering participants a live, operational environment from day one.
âWe believe the future of maritime compliance lies in making complexity manageable, and in building the tools to do that transparently,â said Grell. âThis is just the next step.â
4. Retrofits
Demand for advanced propeller retrofits and energy saving devices (ESDs) has nearly quadrupled since 2020 as shipping owners and operators look to enhance energy efficiency to meet tightening emissions regulations.
However, according to a new Lloyd’s Register (LR) report: Energy saving devices retrofit report: Applying advanced propeller designs to ships, while high-efficiency propellers can deliver fuel savings of between 3-10%, and popular devices such as rudder bulbs can achieve 3.5% reductions, only 1.74% of the global fleet currently features the rudder bulb, the most popular device, from newbuild.
The orderbook tells a different story, with 8.42% of vessels on order choosing to install ESDs. The proportion of vessels on the orderbook fitted with a particular device is between two and six times higher than for those vessels already in service.
The report identifies bulk carriers, tankers and container ships as prime candidates for retrofitting, with these vessel segments showing the highest adoption rates due to their substantial fuel consumption profiles. Notably, 16.87% of bulk carriers on order will feature rudder bulbs compared to just 6.74% of the existing fleet. In the container ship segment, rudder bulbs, stator fins, and boss cap fins are each present on at least 10% of vessels (existing fleet and orderbook).
In total, more than 10,000 vessels in the existing fleet and orderbook feature some form of propulsion energy-saving technology from newbuild. Added to this are at least a further 1,400 vessels that have had ESDs retrofitted since 2020. The number of installations on existing vessels is growing, showing nearly four-fold growth since 2020, with close to 1,500 vessels contracted to be fitted with devices by the end of 2024.
The report also reveals a trend towards retrofitting newer vessels, with more than one-third of 2024 retrofits performed on ships less than ten years old, compared to just 16% in 2020. By 2024, 12% of retrofits were performed on vessels built less than six years ago, a category that saw no retrofits in 2020.
Regulatory pressure is identified as the primary catalyst driving this surge in retrofits. The IMO’s Carbon Intensity Indicator (CII) and GHG strategy, combined with European regulations including the EU Emissions Trading System and FuelEU Maritime, directly link vessel performance to financial penalties. LR’s analysis projects that a 20% fuel consumption reduction could save an Aframax tanker operator nearly US$3 million over ten years through reduced exposure to European regulations alone.
Despite the benefits, the research highlights challenges in retrofit selection and implementation. Many operators struggle with technology selection due to potential interactions between different devices, unverified performance claims, and incomplete understanding of vessel-specific requirements. The report notes that some highly promising technologies fail during full-scale validation despite excellent model test results.
Biofouling is also identified as a threat to retrofit performance, with marine growth on propeller blades and ESDs potentially negating efficiency gains through increased surface roughness and altered hydrodynamic profiles.
To address these challenges, LR recommends a five-step approach encompassing comprehensive vessel assessment, hydrodynamic analysis using computational fluid dynamics, careful consideration of technical factors including torsional vibration and underwater radiated noise, robust performance monitoring, and long-term maintenance planning.
Claudene Sharp-Patel, Global Technical Director at Lloyd’s Register, said: “Our research reveals that propeller and ESD retrofits offer ship operators a proven pathway to significant fuel savings, extended regulatory compliance, and meaningful emissions reductions.
“However, successful propeller and ESD retrofits require far more than simply bolting on additional equipment. They demand sophisticated analysis, careful integration with existing systems, and ongoing performance management. Our role extends throughout the entire retrofit journey, from initial assessment through long-term optimisation.”
The Energy Saving Devices Retrofit Report forms part of LR’s Retrofit Research Programme, which combines with LRâs Fuel for Thought series to provide industry-leading insights into adapting existing vessels for cleaner and greener shipping.
5. Alternative fuels
Fuel supply systems company Auramarine has launched its Auramarine Water Content Analyser (AM Water Content Analyser). The technology measures and reports the concentration of water in methanol, helping ship operators take preventive action to minimise associated risks and costs when using the fuel.
The analyser comes in response to the growing uptake of methanol as a marine fuel to meet shippingâs decarbonisation targets. Water as a natural contaminant of methanol may be present in the bunkered methanol either by accident or intentionally. Water in fuel decreases the calorific heating value which increases the bunkering costs. In addition, if the water content is too high, operators may have to unload the fuel, leading to delays and additional costs.
As an example, when a Ro-Ro vessel consumes 27 000 tons of green methanol in one year and with an average price per ton of green methanol at âŹ1,196, the operator of the vessel may avoid losses of up to âŹ1,614,600 for 5% concentration of water as contaminant. The AM Water Content Analyser is an inline measurement device that can be installed directly to the methanol process piping, for example to the main bunker line with the flanged housing. The technology uses a sensor to analyse the concentration of water in the methanol.
John Bergman, CEO of Auramarine, commented: âMethanol uptake is increasing across the industry due to its promising Greenhouse Gas (GHG) emissions reduction credentials. At Auramarine, we’ve led the way in developing solutions that support the use of alternative fuels – starting with the industry’s first Methanol Fuel Supply Units in 2022. Now, with the launch of our AM Water Content Analyser, we’re giving ship owners and operators the tools they need to take the next step in their energy transition and bunker methanol with greater confidence, and importantly, at a lower cost.â
6. ITIC settlement
In a complex case highlighting the risks ship managers face from legacy vessel issues, International Transport Intermediaries Club (ITIC) has  resolved a US$6 million claim against a ship manager for only a fraction of the original demand, the club says.
The ship manager took charge of a ship over 12 years old under a SHIPMAN contract, albeit for just a short six-month duration. Despite the brief tenure, the manager faced a substantial claim alleging failure to identify and address pre-existing defects dating from previous owners and managers.
Although the allegations lacked a strong legal basis, with a litigation risk of at least 30%, ITIC considered it prudent to settle the matter at a reasonable level if possible. The high cost of litigation was estimated to exceed US$500,000. The manager, supported by ITIC, consistently maintained that they had acted responsibly by warning the shipowners not to proceed with the purchase, and by recommending necessary repairs which the shipowners ultimately disregarded.
The claimants initially provided minimal detail, instead relying on a demand letter to pursue a settlement. It was only after ITIC pushed back that they initiated arbitration and, five months later, finally submitted a formal claim.
Mark Brattman, Claims Director at ITIC, remarked, âThis claim was built on weak foundations. We stood firm, supported our member, and delivered a commercially sound outcome without compromising on principle.â
Central to the dispute was the interpretation of the liability cap under the SHIPMAN agreement. While the claimants argued that there were three separate âeventsâ triggering a triple cap of US$3.6 million, the manager rightly maintained that there was only a single event and, therefore, a single cap of US$1.2 million.
Despite the claimantâs rejection of a settlement offer of US$3.6 million, ITIC successfully negotiated a resolution during mediation. The matter was settled for US$1.55 million, which was significantly lower than the potential litigation costs and claimant’s demand. Additionally, ITIC covered legal costs amounting to US$43,605.
âThis case is a stark reminder of the exposure ship managers can face from legacy issues outside their control,â said Brattman. âWe are pleased to have reached a pragmatic and favourable outcome for our assured, avoiding prolonged arbitration while firmly protecting their legal position.â
7. Maritime confidenceÂ
The 2024â2025 ICS Maritime Barometer is the latest full-scale annual survey of risks and confidence among maritime leaders.
C-suite decision-makers from across the industry, nearly 43% of whom are shipowners and 30% ship managers, have provided insight into the key factors influencing their decision-making and the confidence they have in mitigating the impact of ongoing challenges to their business operations.
The comprehensive annual survey captures the pulse of the global shipping industry, with the report tracking sentiment across four years of comparative data. Drawing insights from senior decision-makers worldwide, including shipowners and ship managers, the report offers a clear picture of the risks, priorities, and confidence levels influencing strategic decisions in an increasingly complex maritime environment.
The 2024â2025 edition explores:
- Key industry risks, from political instability to reputational challenges
- Decarbonisation progress and investments in low-emission fuels
- Shifting perceptions of alternative fuel technologies
- A national focus on the United Kingdom, this yearâs largest respondent group
8. Ocean workersâ role
Lloydâs Register Foundation is calling for ocean workers to be recognised as a frontline group when it comes to the impacts of climate change.
According to its report, Risk perceptions and experiences of ocean workers, ocean workers are among one of the most vulnerable demographics in the face of climate change, with 80% of them saying they are worried about being seriously harmed by severe weather.
The report is based on new analysis of data from the 2024 World Risk Poll, powered by Gallup, which surveyed 147,000 people across 142 countries.
When asked what the greatest source of risk to their safety in daily life is, ocean workers were almost three times as likely to name climate change as workers across other industries (17%, compared to 6%).
Lloydâs Register Foundation also found that ocean workers have experienced more harm from severe weather than any other group of workers. One third (33%) of ocean workers reported having personally experienced serious harm from severe weather in the last two years, compared to 20% of other workers. These statistics reflect the fact that, unlike many in the general workforce, ocean workers face direct exposure to the increasing intensity of severe weather events, from storms to unpredictable ocean conditions.
The report further highlights ocean workers as an already vulnerable demographic, and found they have the highest personal experience of workplace harm compared with other sectors. A quarter (25%) of ocean workers reported experiencing harm from their work in the past two years, compared to 18% of other workers.
Worryingly, despite high rates of harm, too few ocean workers have received occupational safety and health (OSH) training. Over two thirds (68%) of ocean workers said they never have, while only a quarter (25%) have received recent training (in the last two years).
With evidence that ocean workers face the most harm from climate change and do not have sufficient OSH training, the Foundation is calling for ocean workers to be acknowledged as frontline workers when it comes to climate change.
Nancy Hey, Director of Evidence and Insight at Lloydâs Register Foundation, said: âClimate change is undeniably reshaping our world, leading to more frequent, and more severe weather events. While this will impact us all, there are sectors of the global workforce which feel its impacts more severely. That makes it all the more concerning that those same workers are not receiving the vital OSH training they need to keep themselves, and their colleagues, safe.â
The Foundation is now calling on governments and stakeholders in ocean industries to ensure that national and international climate adaptation policies include specific provisions for the safety and wellbeing of ocean workers.
Hey added: âIt is imperative that we prioritise OSH training for ocean workers and change the assumption that this must only be done once. Training is a continuous process, not a one-off event, which requires adequate funding and widespread industry support.
âStronger safety standards must be tailored to the unique challenges of working on, or near, the water, including protections against severe weather and isolation-related stress. Without them, ocean workers, who play such a pivotal role in our global economy, will be at increasingly heightened risk as our climate continues to change.â
âHowever, their frontline status means ocean workers will also have knowledge and expertise on how we can safely adapt to climate change, and this is learning we should look to draw on in other sectors as they are also put under increasing climate-related stress.â
Professor Maximo Q. Mejia, Jr., President of the World Maritime University, said: âSeafaring and commercial fishing have traditionally been recognised as the worldâs most hazardous occupations. Aside from already challenging conditions that have perennially been associated with shipboard life, our ocean workers face new and even more serious risks brought about by climate change. The World Risk Poll provides us with important and updated data and evidence that should inform any policy designed to protect not only our ocean workers, but the planet itself.â
Chirag Bahri, International Operations Manager at the International Seafarers Welfare and Assistance Network (ISWAN), and a former seafarer, commented: âIn addition to the harsh weather, ocean workers have to deal with a variety of internal issues which lead to anxiety and stress, such as loneliness, working with a diverse and international crew, and being physically separated from their loved ones. This study emphasises that ocean workers are also subject to quiet storms in the form of insufficient training and fear of job loss. Their wellbeing is just as important as the work they do, so they should receive better training that helps to promote their occupational health and safety. The global economy depends on their resilience and power, and in order to safeguard the environment and humanity, we must adopt sustainable solutions.â
9. Jones Act risksÂ
â Holman Fenwick Willan has recently explored the Florida court decision awarding US$2.88 million to three members of the crew of the large yacht UTOPIA IV, following its collision with the tanker TROPIC BREEZE, which underscores the significant legal and financial risks for yacht owners in employing Jones Act seafarers.
The Jones Act, a cornerstone of US maritime law, imposes strict obligations on vessel operators to ensure seaworthiness, maintain safe working conditions, and provide adequate maintenance and cure for crew injuries. This ruling highlights several critical implications for those operating and insuring yachts under this framework, HFW says.
âThe case reinforces the importance of rigorous compliance with safety protocols. The National Transportation Safety Board finding that the collision resulted from the failure of the yachtâs crew to maintain a proper lookout points to potential lapses in training or operational oversight. Yacht owners must prioritise robust crew training, clear watchkeeping protocols and adherence to navigational standards in order to mitigate the risk of such incidents. Non-compliance can lead to costly litigation, as evidenced by the substantial damages awarded for negligence and unseaworthiness claims.
âThe financial exposure under the Jones Act is significant. The awards (ranging from $591,000 to $1.49 million per crew member) demonstrate the potential for high-value claims, even in cases without physical injury, due to the Jones Actâs broad provisions for pain, suffering, and loss of earning capacity. For yacht owners, this underscores the need for comprehensive insurance coverage tailored to Jones Act liabilities and accounting for crew-related claims.
âInsurers must reassess risk profiles for yachts employing Jones Act seafarers. The unique operational nature of superyachts, often carrying high-profile guests and operating in complex environments, demands specialised underwriting that considers both the vesselâs seaworthiness and the crewâs qualifications. Insurers of yachts employing Jones Act seafarers would be advised to adjust premiums or impose stricter risk management requirements to account for the heightened exposure illustrated by this case.
âThis ruling serves as a wake-up call for the yachting industry. Owners and managers must strengthen safety measures and ensure compliance with Jones Act requirements, while insurers should refine their risk assessments to protect against the growing financial stakes in maritime litigation.â For more details on the judgment, see the HFW website.
10. London remembering: the Mareva Injunction
In an opinion piece below, Brian Perrott of HFW looks at the birth of the Mareva Injunction.
It was in the summer of 1975 that the Mareva injunction was (judicially) born. Harold Wilson was the Labour prime minister and Lord Denning the Master of the Rolls.
In 1975, HFW (the legendary David Charity RIP) advised the owners of the M/V MAREVA in a Court of Appeal dispute, successfully securing an injunction restraining the respondents from removing or disposing of any moneys out of the jurisdiction. The âMareva injunctionâ, or freezing order as it is now more commonly known, went on to become a powerful tool for those seeking to prevent a party from disposing of or dealing with its assets before a judgment can be obtained or enforced. Over the ensuing 50 years, the Mareva has been stretched, restrained, formalised, and exported. It is in many ways a legal marvel.
To celebrate the 50th anniversary of the Mareva, I spoke to Sir Bernard Rix of Twenty Essex, who many will recognise as the “Father of the Mareva” who HFW instructed as counsel on the case. Sir Bernard takes us back to 1975 and recalls the challenges of securing the injunction in what as a junior barrister was his first appearance in the Court. He also reflects on the impact the case has had on litigation not just in England, but around the world, and how freezing injunctions have had to evolve to keep pace with the creativity of fraudsters.
To see the full discussion, visit: https://lnkd.in/eCJxjqSF Sir Bernard provides an historical context as well as a personal insight into its evolution.
Notices and Miscellany
DNVâs Energy Transition Outlook: CCS to 2050 report is now available to download.
DNVâs latest report highlights that the turning point for CCS is now, with capture and storage capacity expected to quadruple by 2030. Yet momentum is not guaranteed.
Economic uncertainty, shifting policy signals, and underinvestment could stall progress and widen the gap between what is forecast and what is ultimately required for large-scale decarbonization.
ABTO conference
Bulk Terminals Marseille is due to take place from 29 to 30 October, organised by the Association of Bulk Terminal Operators. The primary focus of the annual ABTO Bulk Terminals conference will always be to address the concerns of terminal operators.
A full programme at Marseille will offer practical solutions, with sessions covering
- Bulk markets
- Streamlining operations and increasing profitability
- Improving safety
- Ensuring environmental compliance
- Countering threats to online security
Keep in touch with programme developments on the EVENTS page on ABTOâs website. To contribute to Marseilleâs developing programme â including sponsors with a positive message â send a message to events@bulkterminals.org or call +33 (0)321 47 72 19.
Maritime week Africa
Maritime Week Africa is returning to Cape Town in January 2026. Back in South Africa by popular demand, after a hugely successful MWAF25 in Mauritius, MWAF26 will take place at the Radisson Collection Hotel, Waterfront in Cape Town. The conference programme will focus on traditional fuels as well as new and emerging fuels and technologies, and regulations. It will also examine key developments in bunker markets throughout Africa.
Those interested in contributing to the programme as a speaker or panellist should email Llewellyn Bankes-Hughes at LBH@ship.energy. MWAF26 will include a selection of shipping, bunkering and alternative fuels training courses, a waterborne tour of Cape Town Harbour, some spectacular networking opportunities and much more. To get involved, email info@ship.energy
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
DRIVING RULES
Turn signals will give away your next move. A real driver never uses them.
Under no circumstances should you leave a safe distance between you and the car in front of you, or the space will be filled in by somebody else putting you in an even more dangerous situation.
Crossing two or more lanes in a single lane-change is considered going with the flow.
The faster you drive through a red light, the smaller the chance you have of getting hit.
Never come to a complete stop at a stop sign. No one expects it and it will inevitably result in you being rear ended. If you want your insurance company to pay for a new rear bumper, come to a complete stop at all stop signs.
A right lane construction closure is just a game to see how many people can cut in line by passing you on the right as you sit in the left lane waiting for the same jerks to squeeze their way back in before hitting the orange construction barrels.
Never pass on the right when you can pass on the left. It’s a good way to scare people entering the highway.
Speed limits are arbitrary figures, given only as suggestions and are apparently not enforceable during rush hour.
Just because you’re in the fast lane and have no room to speed up or move over, doesn’t mean that a driver flashing his high beams behind you doesn’t think he can go faster in your spot.
It is traditional to honk your horn at cars that don’t move the instant the light changes.