1. Midsummer miscellany – of ships and men
2. Limited liability
3. IMO deliberations
4. Rescue options
5. Dry bulk performance
6. European competitiveness
7. Smart docking
8. Retrofits
9. MAIB report
10. Exploration guide
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Midsummer miscellany – of ships and men
By Michael Grey
It must be summer, when there is the annual alarm in the UK about the potential catastrophe from the detonation of 1400 tonnes of high explosives sitting in the mouldering holds of the Liberty ship Richard Montgomery. They have rested there inoffensively since the ship dragged her anchor and grounded in the lower Thames in 1944, but always available for a regular article explaining how, following any detonation, a wall of water will sweep up the Thames, windows will be shattered from the Medway to Mersea Island and Southend on Sea will be devastated. Only the degree and detail of the hyperbole varies.
It was a good story half a century ago, when ships using the old Edinburgh Channel used to stop their engines and coast past the wreck, lest their vibrations ignite Armageddon. It remains a reliable seasonal pot-boiler on a slack day in the newsroom, when the crack correspondents are on holiday. It can be relied upon for a querulous question in the House when a Member from a threatened constituency wishes to voice concern. This year, the state of the ship’s rusty masts was a matter of anxiety. Salvage, which was deemed pointless and hazardous in 1945, would seem to be unlikely today, although some sort of cautious intervention is being talked about.
Wartime wrecks, from both world wars in the 20th century increasingly demonstrate problems that have never entirely gone away. Those from the first great conflagration, the majority of which were coal fired, are less of a concern, but salvors are increasingly having to deal with oil pollution seeping from the rusty tanks of ships sunk in WWII. Cablers and wind turbine planters have also to beware of munitions from those times. The sheer capability of the modern salvor, who has been able to deal with oil leaks from wrecks at extraordinary depths, emboldens authorities, which in an earlier era would have merely concentrated on clean up. Now they will demand that something more dramatic is done, and somebody is traced down the decades to pay for it. And while thinking of highly capable salvors, they did not come much better than Nan Halfweeg, a famous salvage master from the great Dutch company Wijsmuller, whose death was announced recently, at the age of 87.
He achieved heroic status in a salvage operation, which began on Christmas day 1973, when the fully laden and brand new Capesize Ellwood Mead ran aground on the dreaded Les Grunes reef, off the storm-lashed coast of Guernsey. With a vast amount of bottom damage and nearly 123,000 tons of iron ore in her holds, it seemed a forlorn hope that Wijsmuller would succeed, on a reef that was reputed to be a ships’ graveyard. There seemed every likelihood that the huge ship would break up in the winter storms. But over the next couple of months, living aboard the wreck. Halweeg and his team managed, using submersible slurry pumps and a great deal of ingenuity, to sufficiently lighten the vessel and pressurise the holds to enable her to be towed off and taken to Rotterdam.
There, the full magnitude of the damage was established and the ship declared a CTL. She seemed only fit for scrap, but an enterprising Greek owner saw potential and had the ship repaired. Christened Good Leader, (showing commendable economy in painting her new name,) she had a long and useful career, as indeed did Captain Halfweeg. There was a terrifying photograph taken by the salvors from the stricken vessel’s bridge at the height of a January storm, with huge waves washing over the decks, which demonstrated very effectively the difficulties they faced in this amazing salvage. So much for famous men.
But another ship in the news this month was the old cruise ship Astoria, which was finally towed away to be recycled in Belgium after a life that had begun as far back as 1948. Built as Swedish-Amerika’s ice-strengthened Atlantic liner Stockholm, she achieved notoriety in 1956 when she collided with the elegant Italian Andrea Doria in fog off the Nantucket light. 51 people lost their lives and the Italian ship, mortally wounded in the 19 knot collision, eventually sank.
On New York’s doorstep, there was huge publicity, the legal proceedings over which of the two radar-equipped ships was responsible, were to last for years, but the “radar-assisted” collision led to mandatory radar training for deck officers. My generation was among the first to endure this. Stockholm had her reinforced bow repaired and under a variety of names became a cruise “classic.” Lasting for 77 years, they had clearly built the ancient Astoria well.
Michael Grey is former editor of Lloyd’s List.
2. Limited liability
Brian Perrott & Lee Forsyth of HFW have been considering the issue of the Court refusing to limit liability under a guarantee.
The vessel owners pursued claims against charterers and guarantors for sums due under two bareboat charterparties. The more interesting decision by the court relates to the claims under the guarantees, HFW says.
Each Guarantee agreement relating to payment under the charterparties provided that it would remain “in full force and effect as a continuing guarantee for the duration of the Guarantee Period”. The Guarantee Periods ended in 2020 and 2021. Owners’ primary argument was that, for there to be liability under either of the Guarantees, litigation in relation to the Guarantee had to be commenced during the relevant Guarantee Period. As the claims were not commenced until April 2023, there could be no liability.
HFW explains that: “The Court held that the relevant clause did not provide that there should be no liability under the Guarantee for any amount demanded after the end of the Guarantee Period. The clause simply conveyed that, after the end of the Guarantee Period, it will no longer be a continuing guarantee, so it would not respond to any liabilities arising after the end of the Guarantee Period. Liabilities that had arisen during the Guarantee Period were not extinguished at the end of the period and claims did not have to be commenced during that period.”
HFW says: “The outcome of the case in relation to the guarantee clause is unsurprising. If parties wish to limit liability under a contract, clear words should be used.”
Ocean Clap Shipping Limited v (1) Global Offshore Services BV and (2) Global Offshore Services Limited [2025] EWHC 1591 (Comm)
3. IMO deliberations
The IMO Council met for its 134th session from 7 to 11 July 2025 at IMO Headquarters in London. The session was chaired by Victor Jimenez Fernandez (Spain), supported by the Vice-Chair, Amane Fethallah (Morocco).
The Council approved the Revised Strategic Plan for the six-year period 2024 to 2029, including the mission statement, vision statement, overarching principles and strategic directions and updates to the 2026-2027 work programme of IMO organs and the table of performance indicators.
It also approved the draft Assembly resolution on the Application of the Strategic Plan of the Organization. This provides a uniform basis for the application of the Strategic Plan by all IMO organs, with the aim of strengthening planning and reporting procedures to enhance delivery and efficiency.
The draft Assembly resolutions will be submitted to the 34th session of the IMO Assembly (A 34) in November for consideration and adoption.
The Council noted the ongoing progress being made to upgrade and improve the IMO’s Global Integrated Shipping Information System (GISIS). GISIS is an online hub for the collection, processing and sharing of shipping-related data.
External experts contracted to analyse the current operation of GISIS and future data management needs have proposed several technical specifications to meet user needs, building upon the strengths of the current system.
The Council noted the need for additional resources to carry out these improvements, including a Senior Professional Officer to support the Secretariat to manage the project. The Secretary-General will present an update to the next Council session (C 135).
IMO Number Scheme and ship tonnage assessment
Over time, various Assembly resolutions, circular letters and reference texts on the IMO ship identification number scheme, IMO unique company and registered owner number scheme, and tonnage assessment, have led to inconsistencies in wording that affect how the regulations are interpreted.
Following a review conducted by the Secretariat of the regulatory framework, two draft resolutions were developed:
A resolution integrating the IMO Ship Identification Number Scheme and the IMO Unique Company and the Registered Owner Identification Number Scheme, to address inconsistencies and enhance efficiency;
A resolution updating the calculation of ship tonnage assessment and expense apportionment among Member States, to improve the precision in how ship tonnage is calculated and the way expenses of the Organization are shared among Member States based on tonnage.
The Council invited the Secretary-General to submit revised versions of these draft Assembly resolutions to the next session of the Council (C 135), with a view to their approval and subsequent referral to the Assembly (A 34) for adoption.
The 2025 IMO Awards Ceremony is scheduled to take place in London at the IMO Headquarters on Monday, 24 November 2025, on the first day of Assembly sessions (A 34).
The Council decided to award the 2025 IMO Award for Exceptional Bravery at Sea to Lee Tae-young, officer on board the fishing vessel 135 Geumseongho, nominated by the International Transport Workers Federation (ITF).
In addition, four recipients will receive certificates of commendation for their acts of bravery and 18 others will receive letters of commendation.
The Council selected Dr Rosalie Balkin, Secretary-General of the Comité Maritime International (CMI) and former Director of Legal Affairs and External Relations Division at the International Maritime Organization (IMO), as the recipient of the International Maritime Prize for 2024. The prize is awarded annually to an individual or organisation judged to have made a significant contribution to the work and objectives of IMO. For more details of the council meetings, see the IMO website.
4. Rescue options
In a development that bolsters its emergency response and rescue capabilities in the event of a ditched aircraft, a major airport in Southeast Asia has installed Zelim’s SWIFT Rapid Man Overboard Rescue Conveyor aboard its new fast maritime rescue and recovery vessels, the company announced recently.
The airport’s emergency services division, which operates a fleet of rescue vessels, commissioned the first 40kt newbuild in September, with live drills in October underlining SWIFT’s capacity to improve in-water rescue and recovery operations.
Sam Mayall, Zelim’s CEO, said: “Airports situated close to water have a responsibility to be prepared for the unthinkable. The SWIFT system presents an effective and proven solution to the challenges airports face following an aviation incident in the maritime environment.”
In the rare event of an aircraft ditching or a runway overrun, a waterborne rescue is required to recover passengers and crew.
Mayall added: “SWIFT’s performance in exercise drills was truly remarkable. We were able to recover a significant number of ‘casualties’ from the water in a matter of minutes, mitigating the risk of rescuer fatigue and casualty injury. We are confident that this project will lead to other partnerships with airports around the world as they look to ramp up airport safety.”
The decision to invest in the SWIFT conveyor followed an innovation challenge to identify solutions that could improve the speed and effectiveness of mass casualty recovery efforts. The undisclosed airport’s primary concern was fatigue and injury when using traditional person-in-water rescue and recovery methods, which often involve physically lifting individuals from the water.
Unlike conventional person-in-water rescue methods, SWIFT uses an innovative mechanical conveyor to lift casualties safely onboard, reducing the physical strain on rescuers and ensuring more efficient recoveries, even in high-casualty, high sea state scenarios. The rapid deployment technology can be manually or remotely operated to recover conscious and unconscious casualties in under a minute.
Zelim’s Chief Operating Officer, Stewart Gregory, said: “While emergency water landings are exceptionally rare, incidents such as the successful water landing of US Airways Flight 1549 on the Hudson River in 2009 highlight the importance of well-equipped and well-trained rescue teams in ensuring positive outcomes. By integrating SWIFT technology into its operations, the airport sets a new benchmark for emergency preparedness and response across the aviation sector.”
5. Dry bulk performance
Dry bulk carriers entered with INTERCARGO demonstrate stronger performance than the global fleet average on safety and compliance, according to the Association’s latest Benchmarking Report. The report highlights differences across the sector, with significant variations in inspection outcomes, operational risk and regulatory performance.
INTERCARGO-member ships consistently show a lower incidence of regulatory deficiencies and detentions compared with the global fleet.
“These results show that quality is measurable,” said John Xylas, Chairman of INTERCARGO. “Responsible, quality operators are delivering safer, more compliant ships, and benchmarking helps identify strengths, highlights areas for improvement and promotes operational integrity throughout the industry.”
The report also identifies continued disparities in class and flag performance. Some parts of the global fleet remain consistently linked to higher levels of risk exposure and weaker inspection outcomes. These trends reinforce the importance of transparency, strong oversight, and data-informed decision-making in ship operations and management.
INTERCARGO also notes regional shifts in enforcement activity, with some Port State Control regimes taking a more active approach to inspections and detentions. These developments underline the importance of consistent and equitable Port State Control.
The Benchmarking Report draws on a range of public and commercial data sources. By identifying trends and supporting greater transparency, the Association seeks to strengthen safety, compliance and performance across the global dry bulk sector. More information and access to the report is available at https://www.intercargo.org/benchmarking-report-2024-2025/
6. European competitiveness fund
Waterborne Technology Platform has welcomed the proposal of the European Commission for an ambitious EU budget, which includes dedicated investments in the European waterborne sector.
This month, the European Commission published its Multiannual Financial Framework (MFF) proposal for the period 2028 – 2034. The proposal includes, amongst others, a budget to drive prosperity via competitiveness, research and innovation, by means of the European Competitiveness Fund (ECF) and Horizon Europe. In addition, a proposal for the next Connecting Europe Facility Programme has been published, to achieve a smart, resilient, decarbonised and sustainable transport network.
The European Competitiveness Fund is a new instrument, and will focus on specific policy windows, including “clean transition and decarbonisation”. This policy window supports investments in the European waterborne sector to achieve clean, multimodal and digitalised, safe transport and mobility solutions (including vessels) and infrastructures (including ports), systems and operations. Furthermore, investment, innovation and modernisation are anticipated in sustainable blue economy sectors such as shipbuilding and shipping, offshore energy, and blue tech.
Horizon Europe, the EU’s successor to its current research, development and innovation programme, aims to strengthen its scientific and technological foundations, enhance the circulation and uptake of knowledge, technology and innovation and to mobilise public and private investments across the full research and innovation chain, from fundamental research to market commercialisation. Support to achieve the objectives of the ECF can be provided through collaborative research and innovation activities in Horizon Europe. This also includes contributions to European Partnerships in the framework of Horizon Europe. According to the proposal, European Partnerships are seen as an essential tool to deliver on industrial involvement and investment in collaborative research and innovation, and they should contribute to the specific objectives of the ECF policy windows.
The European waterborne sector is a dynamic ecosystem, featuring a diverse array of public and private stakeholders. These stakeholders include classification societies, shipbuilders, shipowners (both maritime and inland navigation), equipment manufacturers, ports, infrastructure and service providers (e.g. dredging), as well as universities and research institutes. While large enterprises play a key role in the development and innovation in the value chain, small and medium sized enterprises (SMEs) form the largest part of the EU waterborne sector and play a crucial role in the sector and the broader European economy.
The various stakeholder groups offer a wide range of services, trades and products, with the global fleet categorized by ship types and services based on power requirements and autonomy. These categories include inland waterway transport vessels, ferries, short sea, cruise, intercontinental and offshore ships as well as underwater and unmanned vehicles. There are also distinctions between liner and tramp shipping and their respective business models, as well as between retrofitting existing vessels and building new ones. Ports are equally important, functioning as multimodal hubs that facilitate the movement of goods and passengers and support a wide range of economic activities, including shipbuilding, maintenance, logistics and energy production. Finally, the waterborne sector is a key solutions provider for the broader blue economy, contributing to areas such as the development and production of offshore platform technologies, the design, production, maintenance and operation of specialised vessels and technology leadership in the underwater domain, e.g. underwater unmanned vehicles.
The European waterborne sector is committed to mobilizing significant investments in research, development and innovation, education, training and skills development, and deployment across the full value and supply chain, including SMEs, start-ups, and regional actors. This will significantly contribute to achieving the objectives of the upcoming industrial waterborne and port strategies.
Jaap Gebraad, Secretary General, Waterborne TP, said: “The Waterborne Technology Platform welcomes the proposal for the EU budget for the period 2028 – 2034. The investments in research, development, innovation and its deployment, will significantly contribute to achieving technology leadership. Technology leadership will be a key building block of the upcoming industrial waterborne and port strategies. Currently, the Waterborne Technology Platform is coordinating the private side of the European Partnership on Zero-Emission Waterborne Transport. This Partnership has a leverage effect of 1:6; for every Euro invested via Horizon Europe, the sector is investing six Euros. This is the result of a joint and coordinated approach to achieve clear targets. It is essential to continue this co-programmed Partnership with a clear focus on building a resilient, competitive and sustainable waterborne sector. We represent an interconnected, interdependent ecosystem, including SMEs and start‑ups, and the sector’s commitment will act as a driver to push our next Partnership to implement the industrial waterborne and ports strategies. We are currently developing technology roadmaps detailing the research, development, innovation and deployment avenues to achieve the objectives laid down in our recently published Strategic Research Agenda. We are looking forward to shaping the content of Horizon Europe, the ECF and the upcoming strategies, jointly with the European Commission Services and Members States with a view to ensuring a resilient, competitive and sustainable European waterborne sector.”
7. Smart docking
Trelleborg Marine and Infrastructure has introduced the Smart Docking Aid System (SmartDAS), an advanced berthing monitoring technology that enables smarter operational and strategic decision-making while enhancing safety, efficiency and sustainability across port operations worldwide.
The system provides port operators with comprehensive, objective data that transforms traditional berthing operations from subjective processes into precise, data-driven decisions. SmartDAS addresses multiple operational challenges simultaneously, delivering measurable improvements in safety protocols, operational efficiency, infrastructure optimisation and environmental performance.
“Modern port operations require intelligent solutions that provide actionable insights for both immediate operational decisions and long-term strategic planning,” said Richard Hepworth, Business Unit President at Trelleborg Marine & Infrastructure. “SmartDAS delivers comprehensive data that empowers operators to make informed decisions across all aspects of berthing operations.”
SmartDAS detects approaching vessels up to 200 meters away and captures critical metrics including vessel distance, velocity and longitudinal angle. The system stores all data securely in the cloud with remote access capabilities and integrates with AIS (Automatic Identification System) technology to automatically match vessel identification with berthing information. This comprehensive data collection enables operators to analyse patterns, optimise procedures and make strategic decisions based on actual operational performance rather than assumptions. The compact system operates in “set and forget” mode for continuous monitoring with minimal energy consumption.
The technology enhances safety through configurable alarms that warn operators when approach parameters exceed safe thresholds. Implementation options include mobile LED display boards that provide real-time feedback to approaching vessels, particularly valuable in challenging conditions. The system’s autonomous monitoring capability reduces human oversight requirements while providing continuous protection for vessels and infrastructure.
Operational efficiency improvements result from the system’s ability to generate comprehensive reports, replay historical berthing sessions, and identify optimisation opportunities. SmartDAS provides site-specific berthing information recommended in PIANC WG 211 fender guidelines, enabling more accurate infrastructure design decisions. According to these guidelines, such data enables optimised fender design, delivering more efficient and cost-effective fender solutions.
The technology supports sustainability initiatives by enabling data-driven infrastructure decisions that prevent over-design and reduce material consumption. The system’s preventative approach extends infrastructure lifecycle and reduces emergency repairs, supporting preventative maintenance practices. Optional integration with Trelleborg MetOcean sensors allows correlation of environmental conditions with berthing performance, enabling operators to optimise operations based on actual conditions.
Infrastructure damage prevention represents one key benefit of the comprehensive monitoring capabilities. A container terminal in Australia that experienced repeated unreported infrastructure damage implemented SmartDAS to identify patterns and establish accountability, enabling preventative measures and eliminating costly emergency repairs. The system provides clear evidence of berthing incidents, establishing accountability while enabling operators to address issues before they become major problems. A California oil terminal demonstrated the system’s flexibility by implementing a streamlined configuration with four lasers and a single SmartDAS interface, using existing infrastructure to minimise installation costs while maintaining full functionality.
SmartDAS is a critical component of SmartPort. SmartPort by Trelleborg is a technology platform that connects disparate, data-driven assets to power communication and decision making in the port environment, giving stakeholders a holistic view of operations.
For more details on SmartDAS, see the Trelleborg website, https://www.trelleborg.com.
For details on SmartPort, please visit https://www.trelleborg.com/en/marine-and-infrastructure/products-solutions-and-services/marine/smartport
8. 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 LR’s Fuel for Thought series to provide industry-leading insights into adapting existing vessels for cleaner and greener shipping.
9. MAIB report
The UK’s Marine Accident Investigation Branch’s annual report has recently come out, with an introduction from Captain Andrew Moll OBE Chief Inspector of Marine Accidents.
As he said in his introduction to the 2024 report, at the start of 2024, the MAIB had 41 ongoing investigations; an unrealistically high legacy workload that was impacting on the pace at which investigations could be completed. “Since then, we have been more discerning about the discretionary investigations we take on and, in particular, have encouraged the administrations of foreign-flagged vessels that suffer accidents in UK waters to lead investigations where appropriate. This slight reduction in investigations started, combined with an increase in reports published (20 in 2024 compared with 10 in 2023), has reduced the backlog. As I write, the branch is on track to publish a further 20 investigation reports in 2025, and the time taken to complete investigations is reducing.
“The 85% acceptance of 2024’s recommendations, although lower than 2023, remains in tolerance. However, as I highlighted last year, that some recipients cannot commit to implementation timescales remains a concern. Significant collisions between and groundings of merchant vessels show no sign of reducing. The fatal collision between Scot Carrier and Karin Høj (MAIB report 5/2023) resulted from poor watchkeeping practices. However, the collision between Scot Explorer and Happy Falcon (MAIB completed preliminary assessment 3/2024), the fatal collision between Verity and Polesie (under investigation) and the dramatic and tragic collision of the Solong into the anchored Stena Immaculate earlier this year (also under investigation), indicate a need to radically rethink the role of human watchkeepers in the digital age.
“Humans do not make good monitors and if under-stimulated they will find other things to occupy themselves,” he said. But, as the MAIB application and usability of ECDIS safety study indicated, humans can also be reluctant to utilise system functions that will alert them to impending problems. The MAIB will seek to explore this phenomenon in more depth during future investigations. Three investigations and one preliminary assessment were started into UK fishing vessels flooding/ foundering during 2024. Fortunately, none resulted in the loss of life, but the losses to flooding last year indicates how vulnerable many fishing vessels are to water ingress. Most of the UK fishing fleet have little, if any, watertight subdivision so any appreciable inflow of water can swiftly overwhelm the on board pumps. In such circumstances, raising the alarm early and being well-practised in abandonment routines can and does save lives. As worrying as flooding is the number of deaths and serious injuries resulting from occupational accidents. Two fishing vessel crew died as a result of marine accidents in 2024, the same number as in 2020, with both years being the equal lowest recorded level of fatalities in the last decade. Less positive is that both deaths occurred on well-crewed vessels as a result of unsafe systems of work. Future MAIB investigation reports will likely develop the theme of moving beyond ‘having a risk assessment’ to the proactive management of risk.
“The MAIB’s data portal went live in 2023 and anonymised data from 2021 to 2024 is now available. Data for 2020 should be added before the end of 2025 to complete a 5-year dataset, and additional data will be added each following year once it has been quality assured. While there are currently no plans to add more early years’ data to the portal, we are continuing to invest in developing our database and case management system (COMPASS) to streamline workflows and improve efficiency where possible. Recent reductions in the Civil Service headcount have also impacted the MAIB, reducing the branch circa 15%. Some leavers have taken advantage of the recent voluntary exit scheme, which has helped reduce our headcount to its new, lower level. Increased efficiencies will mitigate against some of this reduction, but a smaller branch will mean fewer investigations can be taken on and it will be some months before the branch has all the right skills in the right places.
“Finally, a review of the air, marine and rail accident investigation branches that reported in April 2025 made recommendations about the future functioning of the branches and the need to build future resilience. Work is ongoing within DfT to determine which of the review’s recommendations to take forward, and to what timescale. While that deliberation is ongoing the MAIB will continue to do what it does best, which is to impartially investigate marine accidents and make recommendations to help prevent reoccurrence in the future.”
10. Exploration guide
The North American Marine Environment Protection Association (NAMEPA) has announced the release of its newest workforce development and maritime awareness resource: Maritime Exploration Guide, created to introduce students, educators, counselors, and families to the vast opportunities that exist within the maritime industry.
Rooted in NAMEPA’s mission to Save Our Seas, this new guide provides a direct connection between students and opportunities that exist across the maritime sector. Whether it relates to ship operations, marine engineering, environmental compliance, or port logistics, the Maritime Exploration Guide helps learners understand the scope and impact of maritime careers while visualizing themselves in these roles.
“At NAMEPA, we bridge commerce and conservation and now, more than ever, we’re bridging the connection between education and the world of maritime,” says Molly Dushay, Executive Director of NAMEPA. “With this guide, we’ve created something tactile and informative with a powerful need: to make maritime real, tangible, and within reach.”
This resource provides a clear and engaging overview of what a future in maritime can look like, highlighting diverse career pathways, essential skills, training programs, and maritime’s vital role in global trade and sustainability. It breaks down complex information into relatable content, helping students and educators alike visualize real opportunities within the maritime sector.
“Our goal is to make the maritime industry known and accessible,” added Carleen Lyden Walker, Co-Founder and CEO of NAMEPA. “This effort reflects NAMEPA’s ongoing commitment to education and communicating the value proposition of our industry, ensuring the next generation sees maritime not as a distant concept but as an achievable and meaningful future,” says Walker. “Through this work, we’re opening doors to a world many have never known existed, much less envisioned a future in it. That’s how change begins.”
Notices and Miscellany
Running the trail
In autumn 2025, the Enrosadira Trail will make its debut. This new trail running event at Alta Badia in the Dolomites is designed to become a reference point for mountain running enthusiasts. Scheduled for October 11, 2025, it will be a “Zero Edition,” an exclusive trial limited to just 150 participants—both elite and amateur athletes—who will also contribute to shaping the course and future format of the event.
Organized in collaboration with Alta Badia Tourism Office, Alta Badia Brand, and the Sport Association of La Val, the event involves several local stakeholders to ensure authenticity and a strong connection to the territory.
Registration is mandatory and costs €50 per person. Participants can register online at https://sportdolomiti.it/enrosadira_iscrizioni_en. For further information: Alta Badia Tourist Information Offices – https://www.altabadia.org – Tel.: +39 0471/836176-847037
Mission race
International seafarer welfare charity The Mission to Seafarers (MtS) has announced the launch of the first-ever Maritime Mountain Race fundraiser, a unique endurance event set to take place in Le Bouveret, Switzerland from the 26th – 28th June 2026, with fundraising donations targeted to support vulnerable seafarers across Europe. For details see https://www.maritimemountainrace.org/
Please notify the Editor of your appointments, promotions, new office openings and other important happenings: contactus@themaritimeadvocate.com
And finally,
With thanks to Paul Dixon
“I have good news and bad news,” the defence attorney told his client.
“First the bad news. The blood test came back, and your DNA is an exact match with that found at the crime scene.”
“Oh, no!” cried the client. “What’s the good news?”
“Your cholesterol is only 180.”
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