1. Recognising the limitations of people
2. Termination under a sanctions clause
3. Consensual termination
4. Emissions monitoring
5. Passage planning
6. IT assistance
7. Indian summer
8. Bunker supply chain
9. Electric vehicles
10. Seafarer support
11. Maritime bills
12. Port of Gothenburg
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Recognising the limitations of people
By Michael Grey
It was some clever editor who observed that a picture is worth a thousand words and one illustration, from earlier this summer, I have found it difficult to get out of my mind. Everyone will recall the pictures of the small container feeder NCL Salten on the bank of Trondheim fjord, with her bows buried in the verdant shoreline inches away from a delightful rustic cabin, in which the occupant had been oblivious to his early-morning visitor, until some neighbour awakened him. He had clearly been a deep sleeper, as regrettably had been the second mate of the ship, who had lapsed into unconsciousness when, some time earlier, he should have been hauling Salten around to a new course.
The pictures of this embarrassing lapse, in which nobody other than perhaps a few shellfish and beetles had been harmed, went around the world, doubtless to the amusement of many readers who were unconnected with maritime commerce. But for those whose business is ship operations, the picture of Salten on the beach ought to have been the cause for both introspection and shame. A few feet to starboard of the bow and the fate of the Norwegian in his little house could have been exceedingly gruesome. And just suppose it had been a houseful of children squashed into a bloody tangle by the ship’s bulbous bow, had not luck, or the Almighty, taken a hand? It could have been multiple manslaughter charges the poor second mate had been facing, rather than some obscure failure to observe an adequate look-out under the navigation laws.
But a question we all in the business ought to have been asking was – at 0500 on that lovely summer morning; just how many watchkeepers of hard-running feeder ships on their desperate schedules between European ports were fully alert, as they sat in their chairs in their warm wheelhouses? How many were fighting to stay awake, and how many were dozing and oblivious to their surroundings, relying on that same providence to avoid rocks, other ships, and all the man-made obstructions crowding the sea-lanes? That small ship had been to several ports in the previous two days and it is reasonable to ask just how the second mate, and the rest of the crew for that matter, had managed to be adequately rested in such circumstances. But this is perfectly normal; the reality of life aboard lean-manned ships today, where any documentary evidence about hours of rest is concocted to dampen the suspicions of any visiting inspectors, most of who will know full well what goes on.
There will be no additional look-out, because there is not the manpower available for such luxuries and the focus of all will be to ensure the schedule is kept. There is probably not a lot that is wrong with the design of these ships; they are well-built for their hard-running task by craftsmen who may well have studied the latest manuals on “human-centred design.” This is a notable development of the past few years in which the needs of those who will operate a ship are taken into consideration by the designers, and those fitting out a vessel. There may be some way to go down this road, but detailed design is hopefully undertaken rather less for the convenience of the shipbuilders and equipment manufacturers.
The equipment may be fit for people, but what of the operations that the ships are expected to fulfil? Is it reasonable for these short-sea container feeders, small tankers, and coasters, to be run at such high intensity? And is there any account taken of the intensity of the operations when the manpower requirements are detailed. It is worth noting that many of these ships are registered in places where there may be limited expertise to discuss sensible numbers for the manning certificate. Let’s be brutal – it is one of the reasons that these strange flags are so popular among this competitive sector of small and modest-sized ships.
And why should manning certificates be set in stone, rather than a variable number dependent on usage? As has been pointed out many times, often by accident inspectors in the wake of accidents contributed to by fatigued crew members, it is time that there was a proper overhaul of regulations to ensure that the manpower is sufficient for the operations which the ship is conducting at any particular time. And if we were really genuine in our wish to end the practice of relying on luck to avoid horrible calamities, we would also examine the operations of the ships themselves, We might call the whole relation of what a ship does with the capability of those aboard, a study in “Human Centred Operations.
Michael Grey is former editor of Lloyd’s List.
2.Termination under a sanctions clause
Brian Perrott & Lee Forsyth, Partner & Senior Associate at Holman Fenwick Willan consider sanctions clauses.
Background
The court recently determined that owners did not exercise “reasonable judgement” when they refused to load cargo in the belief that the sanctions clause under the charterparty had been triggered.
In June/August 2021 the EU and the UK imposed sanctions on Mr Mikail Gutseriev. The intended shipper of the cargo was Neftisa. Owners’ sanctions checks revealed that Neftisa was associated with Mr Gutseriev and identified him as the indirect owner.
Owners refused to load and asked for alternative voyage orders, relying on the sanctions clause. Charterers purported to cancel the charterparty. Owners stated that this amounted to a renunciation, terminated the charterparty and claimed damages for repudiatory breach.
Decision
The EPS Sanctions Clause relied on by Owners stated that “The owners shall not be obliged to comply with any orders for the employment of the vessel…which in the reasonable judgement of the owners, is prohibited by sanctions.”
The court held that Owners did not satisfy this provision as:
(i)Â Â Â Â Â Â Â Â Â Â Â Owners’ decision was based on Refinitiv reports which, examined closely, did not evidence Mr Gutseriev’s control of Neftisa at the relevant time.
(ii)Â Â Â Â Â Â Â Â Â Â Owners’ assessment as to whether Mr Gutseriev controlled Neftisa was simply speculation, which was insufficient to amount to an objectively reasonable decision.
(iii)Â Â Â Â Â Â Â Â Â Other evidence was available which indicated that Mr Gutseriev may not control Neftisa.
The Court determined that Owners were not entitled to refuse Charterers’ orders to load the cargo and its claim failed.
Comment
A thorough legal analysis should be undertaken when relying on sanctions clauses, particularly when they are being used to terminate a charterparty.
If you think that a sanctions clause may have been triggered or need any other assistance relating to termination of a charterparty, please contact us.
Tonzip Maritime Ltd v 2Rivers Pte Ltd [2025] EWHC 2036 (Comm)
3. Consensual termination
The judgment in Chugga Chugg Pty Ltd v Privinvest Holding SAL [2025] EWHC 585 (Comm) eloquently sets out the requirements for renunciation and affirmation of commercial contracts, and the interpretation of different types of guarantees in the shipbuilding industry.
Richard Murray, Managing Associate, at Campbell Johnson Clark provides a summary in the latest edition of CJC Currents newsletter.
4. Emissions’ monitoring
Daphne Technology has released a new white paper: From Assumptions to Accuracy – Unlocking the Value of Direct Emissions Monitoring in the Maritime Industry. The publication examines the limitations of estimation-based emissions reporting and explains how direct measurement offers a more accurate, transparent, and future-proof approach.
As regulations tighten under the EU MRV, IMO DCS, and the EU ETS, the quality of emissions data is becoming a financial and operational priority for shipowners and operators. Factor-based methods, while widely used, often leave operators exposed to reporting uncertainty, inflated carbon costs, and underestimation of methane slip.
The white paper sets out how direct measurement, as applied through PureMetrics™, addresses these challenges by providing real-world exhaust data that is traceable and audit-ready. Drawing on live deployment experience, it highlights the compliance, cost, and strategic benefits of moving from assumption-based estimates to verifiable measurement. With regulators, verifiers, and charterers all increasing their scrutiny of emissions data, the findings provide valuable insight for decision-makers preparing their fleets for the next phase of compliance and competitiveness.
“The maritime sector is entering a decisive period where emissions transparency will define both compliance and competitiveness,” said Jamie Brick, Interim CEO of Daphne Technology. “This white paper reflects the technical progress achieved in collaboration with our partners, and it underlines the importance of moving from assumptions to verifiable data. Direct measurement is not just a technical step forward, it is essential for operators who want to manage costs, reduce uncertainty, and meet the expectations of regulators and stakeholders in the years ahead.”
The publication draws on extensive work by Daphne Technology’s team and industry partners, including real-world deployment of the PureMetrics™ system on dual-fuel vessels. It combines operational data with analysis of regulatory developments under the EU MRV and IMO DCS frameworks, as well as independent studies on methane slip and greenhouse gas factors.
The white paper is available for download here.
5. Passage planning
Captain Norman Lopez, chairman of the Education and Training Committee at the Institute of Chartered Shipbrokers considers proper passage planning.
It is always a delight to read a blog from Michael Grey, especially the recent one on “Lost in Space”. In referring to Michael as an “old friend” one faces the potential of being accused of chronology-based subjectivism so I shall simply state that I have been pleased to have known Michael aeons ago.
Of course, his piece about becoming “lost in space” can be very valid and, indeed, foreboding. If one saw the very recent BBC “Tech Now” presentation of a research paper that predicts AI will go rogue and wipe out humanity, the thought of cyberspace can be more troublesome.
Coming down to earth, Michael mentions “Does the Institute of Chartered Shipbrokers still value the importance of geography in its professional examinations?”. As Chair of the Education and Training Committee (ETC) of the ICS, I assure all your readers that we certainly do! The ICS – as an Association of Maritime Professionals – has been setting high standards in our Professional Qualification Examinations and awarding formal Qualifications to successful candidates for more than a century. Indeed, many candidates for these Professional Qualifications already have high (including PhD) academic qualifications and considerable practitioner experience in the maritime industry and still enrol for the Examinations The ETC oversees all education policy. Given we have nearly 2000 students sitting globally for our exams every six months, policy is crucial.
Part of the policy is to oversee examination setting and marking, syllabus revision, Course Book writing and a plethora of other essential education and qualification matters. Ensconced in all of this are the examiners who are appointed by the ETC. The examiners are well qualified and experienced practitioners in every discipline in the maritime industry not just Chartered Shipbrokers. In the last five years or so, they have been increasingly disappointed when exam candidates show little or no competence in maritime geography. Not only have they been inserting questions in the exam papers requiring a strong maritime geographical familiarity but also the new editions of the subject Course Books are containing sections about relevant geographical matters. Some subject exam questions contain direct maritime geography issues.
The main reason for the change was that when marking answer attempts, they discovered that many candidates just had no idea of geographical issues essential to almost every aspect of our industry. To give one common example: When asked about carriage of iron ore, many rightly stated one load port in Brazil, Tubarao, and Qingdao, a discharge port in China. To destroy the examiner’s joy, candidates then drew a straight line between these ports to show the carriage route! Forgetting the cargo was hundreds of thousands of tonne, they seemed to suggest it could be carried by air across continents.
Therefore, all readers of the Maritime Advocate, please note that the ICS Exams do require a knowledge of Maritime Geography! If you are interested in what the ICS can offer you as a Professional Qualification, have a look at the ICS website, http://www.ics.org.uk/
6. IT assistance
Wallem Group has launched a suite of support and consultancy services to protect IT systems on board its clients’ vessels from disruption. Its new Vessel IT Security and Management Services (VITS) offer comprehensive support to enable smooth, secure and efficient IT at sea in an increasingly digitalised and regulated maritime world.
VITS have been developed with a ship’s entire digital ecosystem in mind – from its business networks to the Internet of Things (IoT) systems on which operations and humans rely. It includes six management and security services to help keep vessel IT systems up and running, and minimise cyber threats.
Wallem VITS offer continuous Servicedesk Support to customers from experts in vessel IT. When necessary, enquiries are escalated to specialist in-depth service teams. A Remote Vessel Infra Support service swiftly resolves IT issues from shore. In more complex cases, Wallem offers Onboard Vessel IT Support, deploying engineers to the ship to offer hands-on assistance with IT infrastructure, system upgrades, health checks and troubleshooting.
“The VITS suite is Wallem’s comprehensive response to shipping’s advancing digitalisation, and the critical role IT reliability plays in maritime operations,” said Steve Whitby, Group IT & Technology Director, Wallem Group. “Ship owners increasingly seek efficiencies from remote IT support, remote management, and remote monitoring of vessel operations. Securing these benefits requires deep IT knowledge and long-standing maritime experience. VITS delivers these core specialised services.”
Shipping’s growing reliance on IT explained why the other three service modules in VITS focus on cyber security, added Whitby. “Modern vessel operations demand connected IT infrastructure, but this can expose outdated on board systems and virus signatures, hardware performance issues, and deficiencies in data back-up and IT support. Owners must secure networks, on board systems, and data against ransomware, phishing, and unauthorised access. VITS offers tailored services to safeguard vessel IT.”
VITS includes a Vulnerability Management service, through which the Wallem team scans shipboard computers annually to identify vulnerabilities, then applies patches and security-hardening measures remotely to ensure the vessel’s IT remains secure and compliant. Its Advanced Endpoint Protection, meanwhile, is a signatureless security service that uses machine learning and behavioural analysis to defend systems against zero-day attacks and evolving threats. Critical systems are safeguarded by an Enhanced Backup Service, which is activated in the event of a cyber-attack or hardware failure. It features a network-based back-up vault with integrated virus protection, remote monitoring and restoration support. VITS also offers a Security Benchmark Service, reporting on security gaps, compliance shortfalls and best practice.
For more information, including VITS case studies, visit http://wallem.com/services/vessel-it-services.
7. Indian summer
The dry bulk market continues to enjoy the fair summer weather, despite some softening of vessel benchmarks from late July peaks says MSI.
As of mid-August, gearless Baltic benchmarks have retreated, while geared segments remain supported at elevated levels, a change reflected in the Baltic Exchange Dry Index (BDI), which has averaged 2,008 points over the first two weeks of August compared to 2,258 in late July.
After hitting at $31,700/day in late July, Cape rates have found support at around $27,000/day. Market reports indicate that Australian miners are actively securing cargoes for late August, where demand is expected to remain firm in the second half of the year as miners work to make up for export losses incurred during the February dip.
In contrast, most cargo enquiries on the C3 route are focused on September loadings, suggesting forward interest but limited near-term requirements.
Demand for Panamax vessels has unwound slightly from EC South America as soybean trade passes the seasonal peak. However, pockets of support have emerged in the Pacific basin, such as an uptick in coal imports from Japan, South Korea, and Taiwan, driven by increased electricity demand for air conditioning. This trend also supports expectations for stronger coal consumption in the second half of the year, rebounding from a particularly weak first half.
Strong prospects for the upcoming ECSA corn harvest are expected to support grain trade in the coming months, helping to offset some of the weakness from softer soybean trade between the US and China. This should further support demand, particularly in the geared bulker segments.
Broadly speaking, MSI predicts trade volumes in the second half of the year to be stronger than in the first, providing support to dry bulk earnings across vessel segments. However, if the market is still enjoying the summer sun, owners should keep a weather eye on later in the year.
“Scrapping activity remains persistently low, while new deliveries continue at a strong pace, only partially offset by 2.8m dwt in removals,” says MSI Director Will Fray. “This strong pace of deliveries is set to continue into 2026, with an additional 42m dwt scheduled for next year, once again concentrated in the mid-size segments.”
MSI warns that despite firmer demand in H2, the cumulative impact of robust net fleet growth is expected to weigh on the market heading into late Q4 and early Q1 2026, as oversupply pressures build and start to undermine earnings.
8. Bunker supply chain
Independent research firm Rystad Energy has published the results of a landmark study on the greenhouse gas emissions from the LNG bunker supply chain, commissioned by SEA-LNG.
The implications for policy makers developing regulations to decarbonise shipping resulting from this study are:
1.   Regulations should incentivise participants in the LNG bunker supply chain to continue to reduce GHG emissions, particularly in relation to natural gas production and liquefaction.
2.   Policy makers should introduce a process to regularly update WtT default emissions factors used in regulation, in particular those relating to methane emissions.
3.   This report highlights that the EU WtT default of 18.5 g CO2e/MJ (in FuelEU Maritime) is too conservative and a lower number is justified.
The study analyses the emissions originating from the five key fuel lifecycle stages: upstream, transportation & processing, liquefaction, shipping, and distribution & bunkering operations. It was conducted in line with the IMO well to tank lifecycle analysis guidelines, the Intergovernmental Panel on Climate Change’s (IPCC) AR5 GHG definitions, and is based on asset-specific 2024 data.
The study finds that the global well-to-tank emissions intensity for LNG bunkering fuel in 2024 is 13.9g CO2e/MJ (LHV). Carbon dioxide dominates global WtT emissions, responsible for 84% of emissions. Carbon dioxide emissions were most prevalent in the liquefaction stage, responsible for 99% of the stage’s 5.9 g CO2e/MJ.
Methane emissions were responsible for 16% of total WtT emissions, equivalent to 2.2 g CO2e/MJ. They were most prevalent in upstream gas production lifecycle stage, responsible for 38% of total emissions from that stage.
On a global basis, upstream gas production and liquefaction were responsible for the majority of bunker supply chain emissions at 30% and 43% respectively. Consequently, these two stages should be the focus for most future decarbonisation efforts. From the upstream perspective, methane mitigation is best poised to deliver the greatest emissions reduction benefits. Improvements in liquefaction emissions have been observed over recent years, tied to greater utilisation of more efficient technologies. It is likely this trend will continue when coupled with key electrification projects using renewable energy such as hydro and solar power.
With around 95% of vessels still powered by oil-based marine fuels, LNG represents the leading alternative and already accounts for nearly 20% of the vessel order book. As the industry transitions toward net-zero and prepares for a rapidly expanding fleet of LNG-fuelled vessels, understanding the real-world lifecycle emissions of LNG is critical to shaping effective regulation and guiding future investment decisions.
Results also show wide variation between regions and cargoes, reflecting differences in gas sources, liquefaction technologies, and shipping distances. In some cases, emissions intensities differed by as much as 6.6 g CO2e/MJ, highlighting that a single global average does not capture the full picture and risks leading to poorly informed regulatory choices.
Patrick King, Vice President Emissions Research, Rystad Energy commented: “Our analysis is based on asset-level data that ties specific gas fields to liquefaction facilities.” Peter Keller, Chairman of SEA-LNG, concluded: “This landmark report sets the high standards the IMO should demand on such a key topic as alternative fuel emissions and performance within the Net-Zero Framework. Decisions must be based on real and recent data or risk undermining the significant progress already made along the practical and realistic LNG pathway to decarbonisation.”
9. Electric vehicles
In 2023, the International Union of Marine Insurance (IUMI) published a set of best practice and recommendations for the safe carriage of electric vehicles. This was part of its ongoing support of loss prevention guidance to the global marine insurance and shipping sectors. The association has now published an updated version titled “Risk mitigation for the safe ocean and short-sea carriage of electric vehicles”.
IUMI Secretary General, Lars Lange, explains: “The volume of cars being shipped by maritime transport globally is around 20 million units per annum. EVs have been transported in ever larger numbers since 2017. There appears to be an increasing frequency of fires onboard car carriers although none to date have been found to be solely attributable to an electric vehicle – although it is possible that an EV was the culprit. However, we are well aware that the characteristics of an EV fire are different to those emanating from a standard internal combustion engine vehicle (ICEV) and it is important that carriers, operators and insurers understand the risks involved and the measures that might reduce that risk. This is why we published loss prevention and safety guidelines two years ago. However, this sector is rapidly evolving and new research continues to report new findings. In light of that, we have updated our paper with new information and adjusted our recommendations and guidance accordingly.”
10. Seafarer support
The Mission to Seafarers (MtS) has partnered with Pacific Basin Shipping to deliver suicide prevention training that has already empowered hundreds of seafarers to support colleagues in crisis.
Between August 2024 and June 2025, MtS delivered its SafeTALK suicide alertness course to nearly 650 Pacific Basin seafarers in the Philippines. The training is designed to help participants recognise signs of suicidal thoughts, engage in open, non-judgemental conversation, and connect those at risk with support, and has already had a life-saving impact.
Pacific Basin has confirmed that four critical interventions have taken place where trained crew identified and responded to suicide risk among fellow seafarers – likely preventing loss of life. The company has reported no suicides during this period.
“Suicide prevention is a difficult subject, but the response from Pacific Basin crew has been inspiring,” said Tom O’Hare, Programme Manager, at The Mission to Seafarers. “This is about equipping seafarers with the awareness, confidence, and tools to look out for one another. The courage and compassion shown by those who intervened cannot be overstated.”
Feedback from participants has been overwhelmingly positive, with crew calling SafeTALK “essential,” “lifesaving,” and “the most important training we’ve had.” Many reported feeling more confident supporting colleagues: “I now have the knowledge to help my crewmate” and “I’m ready to save lives.” Others urged wider adoption, noting that “all seafarers must know about this training” and viewed it as key to their professional development.
MtS has been delivering SafeTALK training since 2021 – but recent data shows more action is needed in the industry. Gard’s 2025 Crew Claims Report revealed that suicides in shipping in 2024 exceeded onboard accident fatalities, accounting for 9% of all crew deaths, with many occurring early in contracts and involving officers. Furthermore, Gard also found that suicide appears more likely to happen in the first three months on board, than later in a seafarer’s contract – exemplifying how important early intervention can be.
The findings highlight persistent challenges such as stress, stigma, and lack of trusted support – reinforcing the urgent need for early intervention and targeted crew training.
Harsh Bhave, Director, Fleet at Pacific Basin Shipping, commented: “Mental and physical wellbeing of our colleagues at sea is our highest priority at Pacific Basin. MtS’s SafeTALK suicide alertness courses have been invaluable to our team. Empowering seafarers with the tools and confidence to support each other is not just about saving lives, but about fostering a culture of care, resilience and effective teamwork at sea.”
To mark World Suicide Prevention Day on 10 September 2025, MtS is inviting the maritime community to attend a free SafeTALK course hosted by UK P&I Club in London – the same training delivered to Pacific Basin crew. The session will include expert-led training followed by a networking lunch, with parallel courses taking place in Houston and Manila.
“Every life empowered is a reminder that suicide is preventable,” continues Tom O’Hare. “Through proactive training, safe spaces for conversation, and cross-sector partnerships, we can reduce the number of seafarers lost to silence. Our work with Pacific Basin demonstrates the real-world impact of this approach.”
To register for the FREE SafeTALK course on World Suicide Prevention Day on Wednesday 10 September, in either London, Manila or Houston, please register using the link below. To attend you must register by Friday 5 September:
London – https://SafeTALK_Global-Day-of-Action_London.eventbrite.co.uk
Manila – https://SafeTALK_Global-Day-of-Action_Manila.eventbrite.co.uk
Houston – https://SafeTALK_Global-Day-of-Action_Houston.eventbrite.co.uk
Or please contact Ed Pearce, Head of Corporate Development at the Mission to Seafarers to sign your business up to the SafeTALK programme – ed.pearce@missiontoseafarers.org
11. Maritime bills
The Indian parliament has recently passed five key maritime bills to boost the Blue Economy.  Minister of Ports, Shipping and Waterways, Sarbananda Sonowal, recently said the Parliament passed the bills in the recent session, which overhauled colonial-era maritime laws . The new bills are the Bills of Lading Bill 2025, the Carriage of Goods by Sea Bill 2025, the Coastal Shipping Bill 2025, the Merchant Shipping Bill 2025, and the Indian Ports Bill 2025.
12. Port of Gothenburg
The Port of Gothenburg continued its positive growth trajectory in the first half of the year, handling 470,000 containers (TEU). Efficiency improvements were also noted, driven by a higher share of fully loaded containers and reduced repositioning of empty units. At the same time, rail freight to and from the port reached record levels.
“Repositioning empty containers between ports is necessary for the logistics system to function, but ideally it should be kept to a minimum. The fact that we are handling more loaded containers while managing fewer empties reflects greater efficiency across the entire logistics chain,” says Claes Sundmark, Vice President Sales and Marketing at the Port of Gothenburg.
APM Terminals, which operates the port’s container terminal, reported its best month ever in July with 47,805 TEU handled — a figure that will be included in the next quarterly report. During the summer, two new services also commenced: CMA CGM introduced a Gothenburg–Baltic route, while Maersk and Hapag-Lloyd launched a new direct connection to and from Asia.
Rail continues to strengthen its position as the dominant inland transport mode. During the first six months, rail volumes grew by 4 percent, with more than 60 percent of all container freight now moving by train.
This trend puts the port on course for an all-time high in rail volumes. Growth is being driven by inland terminals across Sweden — in the north, south, as well as the east. In the wider Stockholm region alone, rail container volumes rose by 4 percent to more than 30,000 TEU in the first half of the year.
“The region hosts numerous central warehouses, particularly for consumer goods, and the rail link to the Port of Gothenburg is vital. Rail is efficient, nearly emission-free, and helps ease road congestion,” Sundmark adds.
Intra-European RoRo traffic rose by 1 percent to 272,000 units. The increase came in spring following a slower first quarter. Car handling fell by 7 percent to 124,000 vehicles, while energy flows declined by 13 percent to 9.4 million tonnes, largely due to lower refinery margins and maintenance shutdowns.
Dry bulk handling dropped 43 percent to 155,000 tonnes, mainly reflecting reduced demand for raw materials in infrastructure construction (stone, sand, gravel). Meanwhile, processed forest products continued their steady upward trend.
The port welcomed 16 cruise ship calls in the first half of the year, compared with last year’s record of 26.
Notices and Miscellany
The 28th International Tug & Salvage Convention, Exhibition & Awards 19-21 May 2026 | Gothenburg, Sweden
In association with Caterpillar, the 28th International Tug & Salvage Convention, Exhibition & Awards (ITS 2026) will be held in Scandinavia for the first time, gathering the global tug, towage, and salvage industry in Gothenburg, Sweden.
From 19-21 May 2026, ITS 2026 offers the perfect opportunity to discover cutting-edge developments at the exhibition, build lasting connections with industry peers and honour outstanding achievements at the ITS 2026 Awards, presented during the ITS Gala Dinner.
E-mail: indrit.kruja@rivieramm.com
Energy Transition Outlook 2025
The virtual launch of the new edition of Energy Transition Outlook 2025 – Maritime Forecast to 2050 report will take place on September 16.
The 9th edition of the Maritime Forecast to 2050 analyses how shipping will navigate the next phase of its decarbonization journey. With the IMO’s Net-Zero Framework now approved, and alternative-fuelled vessel orders increasing sharply, momentum must be matched by fuel supply, infrastructure, and cost-effective compliance strategies.
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
Two Mexican detectives were investigating the murder of Juan Gonzalez.
“How was he killed?” asked one detective.
“With a golf gun,” the other detective replied.
“A golf gun?! What the heck is a golf gun?”
“I’m not for certain, but it sure made a hole in Juan!”