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IN THIS ISSUE
1. Inhospitable havens
2. CMI conference
3. Safety innovation
4. Perfect storm
5. GHG levy
6. DNV Cyber
7. Baltic freight assessments
8. BIFA bitesize
9. Seafarer happiness
10. Red Sea salvage
11. SHIELD
13. Slot charterers
14. Fin stabilisers
15. LOWNOISER project
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Inhospitable havens
By Michael Grey
“Unfriendly natives” – it said, recalling a previous visit, but the Old Man, worrying about the reaction of the pilot, demanded that the Third Mate erase this scurrilous observation, even though he subsequently agreed with its accuracy. It is not the first time they have featured as a source of seafarers’ exasperation, but ports and their official (and officious) inhabitants are noted in the latest Seafarers’ Happiness Index as one reason for its fall in satisfaction.
The safe arrival in port after a sea passage might mark an interval in, or even the conclusion of, a voyage, but is, more often than not, a reason for stress and unpleasantness for those aboard ship. High-handed behaviour by port authorities, immigration, customs and others who consider they have a perfect right to march aboard and demand instant attention from people who, unlike them, have had no rest for many hours and many different responsibilities will be familiar to most aboard ship. People stamping up the gangway looking for faults and reasons to detain, fine and prosecute the ship for failure to obey its complex, inconsistent and arcane bylaws.
A general lack of courtesy, with often unrealistic expectations of the visiting ship – the ship is never right – being a regular observation. The ship, it has been often pointed out, is the “customer” of the port, which like any old retailer or service supplier, would not even exist without their “footfall”, but is rarely treated as such. Even your friendly agent, which once would be firmly on your side and pointing out all the pitfalls, will be also working for the charterer, firmly favouring the latter, possibly even conspiring against you and your interests. Then, there are places where shore leave is prohibited, because it is so much easier to just say “no!” than to facilitate some arrangement that will allow a few crew members who can be spared their duties to get to the shops. Ships’ crews will be regarded as a downright nuisance and an interference to the smooth running of the port, or terminal.
Their welfare is “nothing to do with us.” And even if such liberty is permitted, the practicalities in the shape of distance, an absence of any affordable transport, required documentation, bureaucratic procedures or hostile gatekeepers might combine to put off even the most adventurous of souls. Small wonder that there were reports that seafarers were enjoying the longer sea passages around Africa, because of the Houthi pirates’ closure of the Red Sea. A longer interval between ports was something to be welcomed. It is not exactly an original observation, but the happiness of seafarers might be thought of as collateral damage from 9/11 and the hastily formulated ISPS Code, an explosion in the smuggling of narcotics, and the waves of illegal immigration. Covid, with the seafarers identified in the minds of the authorities as international transmitters of disease, scarcely helped, either.
The ports, of course, will tell you of their responsibilities in law, for security and health and safety, and you clearly cannot have individuals wandering around ports and terminals with deadly machinery hard at work. It is often too much of a fuss, it will be patiently explained, to put in place arrangements that will enable a couple of seafarers to be safely taken to and from the terminal gate. An even bigger ask to try and run a bus service into town, when there are not enough customers to make the service viable. It is invariably easier to spell out the reasons for not doing something – maybe (remember this from Covid) they can get ashore at the next port.
I recall listening to the master of a ship talking about how the very best results come from the ship and its systems working in harmony with the port and terminal and its systems, but also noting how rarely this happened. But it is not too much to ask that visitors are treated with consideration and politeness; how many busy officials ashore would expect be given immediate attention, without so much as an appointment? It was many years ago that I was given the information and “welcome” pack that was provided by the Port of Ghent for all visiting ships, which offered comprehensive information for crews, which included bus timetables, travel arrangements, retail opportunities, location of welfare facilities and the like. I’m sure that there are other ports which will also make such an effort, but this was impressive. It was not a surprise that the then Chief Executive of the port was a master mariner, who clearly knew the significance of this gesture and the probable appreciation of its recipients.
Michael Grey is former editor of Lloyd’s List
2. CMI conference
The Comité Maritime International (CMI) organizes its 44th Conference in Tokyo from May 13 to 17, 2025.
The Conference opens with a welcome reception on May 13th, followed by three days of comprehensive sessions (full programme on www.comitemaritime.org). This global gathering presents an opportunity for maritime law professionals to engage in discussions, share insights, and forge connections with colleagues from around the world.
Take advantage of the early bird registration until February 14th at 12:00 noon Tokyo time through the following link: https://lnkd.in/ecUdQ8_J
3. Safety innovation
The long-running annual TT Innovation in Safety Award organized by international cargo handling association ICHCA will this year be presented to a greater number of varied innovators with both winner and highly-commended to be presented in each of four distinct categories.
These are:
• Use and application of data to create actionable insight
• Learning technology and virtual simulation
• Practical methods of making cargo handling safer
• solutions that help segregate humans and operational machinery
TT’s Managing Director, Loss Prevention Mike Yarwood commented, “Such has been the high standard of entries in the past it has always been difficult to select a single one to receive the Award. As the diversity and quality of safety innovations continue to be demonstrated across more varied technologies, operational environments and with managerial dimensions, more of these excellent entries deserve greater visibility. Hence our new categorisations, to extend the limelight to a greater number of exceptional new ideas.”
While practical operational devices tended to be the focus of invention and improvement when the awards were first introduced the intervening years have seen technology based solutions proliferate and advanced training and safety awareness programmes become increasingly effective.
“Above all, we have seen increased emphasis on the critical importance of establishing a distinct safety culture throughout organisations,” pointed out ICHCA’s CEO Richard Steele. “The advantages of improved safety are self-evident from the standpoint of the workforce but it’s important to remember that a well-run safety-conscious organisation is both efficient and sustainable. Running an organisation successfully and doing safety well require the same visibly felt leadership skills.”
4. Freight rate fall
Middle East ceasefire and Lunar New Year will see ocean container freight rates fall further in February – with carriers now taking action to slow the market decline.
Latest data from Xeneta shows average spot rates from the Far East stand at USD 3 795 per FEU (40ft container) into North Europe and USD 5 085 per FEU into the Mediterranean – down 22% and 13% respectively since 1 January.
Early data suggests spot rates will fall further on 1 February, down 5-10% on both trades.
From the Far East to US East Coast, average spot rates decreased 7% during January to stand at USD 6 417 per FEU. Into the US West Coast, spot rates are USD 5 021 per FEU, down 14% in the same period.
Spot rates on both US-bound trades flattened in the second half of January following a sharp early month decline. Heading into February, spot rates could fall further, particularly into the US West Coast, while the US East Coast holds a little firmer.
Peter Sand, Xeneta Chief Analyst, said: “Ceasefire in the Middle East does not suddenly mean there is now safe passage through the Red Sea for all container ships – but it is enough to cause a change in market sentiment and this has a real impact on freight rates.
“We must factor Lunar New Year celebrations in the Far East, which traditionally sees a slowdown in containerized exports at this time of year, but there is little doubt the evolving situation in the Red Sea is contributing to falling freight rates.”
Ocean container carriers are now taking action to slow the market decline through capacity management.
On the trade from the Far East to Mediterranean, blanked sailings will steadily increase to reach 38 900 TEU (20ft equivalent container) of shipping capacity in the week commencing 24 February. This is an increase of 318% from current levels.
From the Far East to North Europe, blanked sailings will reach 75 700 TEU of shipping capacity by 24 February – an increase of 449%.
Sand said: “Carriers will not sit on their hands while freight rates collapse. They will do everything they can to keep rates elevated and have got much smarter at capacity management in recent years.”
Phase 1 of the ceasefire between Israel and Hamas commenced on 19 January and is expected to last 42 days before entering Phase 2, which could see a permanent ceasefire agreed. “February may be crucial in understanding how ocean container freight rates will develop in 2025. The ceasefire in the Middle East is set to enter Phase 2 and we will see exports increase from the Far East in the first half of the month following Lunar New Year.
“Despite the decline in January, we must remember that average spot rates are still massively elevated on the Far East fronthauls to Europe and US compared to pre-Red Sea crisis, so they potentially have a long way to fall.
“Carriers are going to find it extremely difficult to keep rates elevated, especially given the record number of ships entering service, so we could see markets collapse if there is a largescale return to the Red Sea.
“The situation is far from certain and we know how suddenly and dramatically the outlook can change in ocean container shipping. There is a still a long way to go before a lasting peace deal is agreed in the Middle East and other geo-political factors, such as Trump’s tariff proposals, could come into play and put upward pressure on freight rates.”
5. GHG levy
A new report from UCL Energy Institute Shipping and Oceans Research Group and UMAS reveals significant risk in some of the options the International Maritime Organization (IMO) is considering, for enabling shipping’s energy transition. The analysis comes at a crucial time as the IMO prepares for key negotiations in February and April 2025 to finalise the mid-term measures for reducing GHG emissions.
The study finds that a fuel standard (the GFS – Global Fuel Standard) in combination with a flexibility mechanism, even with a multiplier that ‘boosts’ the credit given to e-fuels, is unlikely to start an e-fuel transition before 2040. Only policies with targeted incentives for e-fuels, such as a subsidy/reward which can be derived from the revenues generated by a GHG price or levy, can effectively bridge the gap between e-fuels and low-cost early compliance options, such as LNG, biofuels, Carbon Capture and Storage (CCS), to promote shipping’s energy transition in the critical 2027-2035 period. Without such measures, the industry risks becoming locked into alternatives that could make long-term decarbonisation goals more difficult and expensive to achieve. This finding is consistent with work done last year by DNV for the IMO in its Comprehensive Impact Assessment, which identified the lowest cost energy transition occurred in the scenario with a combination of a GFS and a high universal GHG price (levy).
Analysis shows that GHG pricing starting at $150 per tonne of CO2e, could generate sufficient revenue to support both the energy transition and ensure a just and equitable transition for affected communities. GHG pricing starting at $30 per tonne of CO2e, look unlikely to provide certainty of support to enable the energy transition to start and scale through the 2027-2035 period, and certainly would be unable to additionally support a just and equitable transition.
Dr Tristan Smith, Professor of Energy and Transport at the UCL Energy Institute, said: “The IMO’s fuel standard is critical for the longer-term certainty of demand, and longer-run investment. But under this policy alone, this new analysis shows that the market will struggle to make an e-fuel business case before 2040, and therefore e-fuels such as green ammonia will not be available for shipping’s use in any volume. Some suggest that the role of a GHG levy is only for addressing equity, this study shows that it is not the only role, it is also a critical enabler of shipping’s energy transition and for minimising the long-run costs to trade.”
This study’s analysis directly relates to the viability and costliness of IMO’s Revised Strategy targets. With such little time for an energy transition, unless the policy is able to immediately start the transition to e-fuels, the sector can easily lock into a vicious cycle – lack of clear business case will undermine investment and prevent learning, cost reduction, supply chain development and e-fuels will remain scarce and expensive, depriving the sector of sight of its transition pathway. Conversely a clear signal from the IMO’s mid-term measures can unlock long-run investment, stabilise returns and asset values, and unlock myriad co-benefits, including in the context of a just and equitable transition.
Deniz Aymer, Senior Consultant at UMAS, said: “TCO modelling is a powerful tool for assessing the implications of different policy scenarios on technology and fuel choice under a compliance regime at the ship level. It can assist in testing investment decisions and optimal fuel strategies in the face of huge uncertainty over the future price and availability of alternative fuels and the efficacy of technologies. From this study, several clear themes emerge. Scenario modelling is highly sensitive to input assumptio. ns – particularly future spreads in the abatement costs of alternative fuels. However, the required stringency of the global fuel standard implies that whatever mid-term measures are introduced, the early low-cost routes to compliance could become uncompetitive within a decadeThe analysis also makes clear that while a global fuel standard will oblige incremental decarbonisation towards the IMO’s net zero goals, early action taken in parallel to support e-fuels is needed to ensure that the latter half of shipping’s energy transition is less painful.”
Using the total cost of ownership (TCO) approach, this study models a 14,000 TEU container vessel with different technology and fuel options to evaluate the effects of policy combinations (including a GHG Fuel Intensity (GFI) requirement, flexibility mechanism, and a levy and subsidy/reward mechanism) currently under discussion at the IMO. It builds on previous modelling by DNV for the IMO’s Comprehensive Impact Assessment but incorporates more conservative estimates for bioenergy costs and CCS capture rate.
The TCO analysis illustrates how fuel prices and technology cost and performance determine optimal outcomes in response to different policy scenarios and how adjustments to those assumptions can drive materially different outputs to the results presented in the IMO’s Comprehensive Impact Analysis. Changes to the most competitive technology and fuel combinations can then fundamentally shift the expected energy mix. Adjusting the biofuel costs and CCS capture rate in line with recent studies produces significantly different outcomes in all scenarios relative to those derived by DNV, shortening and reducing the viability of these two options (albeit with them still providing compliance at competitive costs early in the transition). Ammonia (blue and then e-ammonia) becomes the most cost-effective fuel/technology choice from the mid-2030’s. Across the wider range of fuel types, e-fuels have the least cost of compliance through the 2040s, i.e. they are the key for minimising the long-run cost of operation.
Link to full report: https://www.u-mas.co.uk/wp-content/uploads/2025/01/How-IMO-mid-term-measures-might-shape-shippings-energy-transition-final.pdf
6. DNV Cyber
Strengthened cyber security legislation is coming into force in the EU, following the adoption of the Network and Information Security 2 (NIS2) Directive in January 2023. This builds on the EU’s existing NIS directive and requires Member States to enact stricter cyber security regulation backed by tougher enforcement.
For operators of critical industrial infrastructure, the legislation presents an opportunity to assess capabilities and operations against strengthened cyber security requirements. But for organizations that haven’t upgraded their cyber capabilities, it’s also a wake-up call on the need to act to better address cyber security threats to their infrastructure, and to make sure that their operations comply with the NIS2 legislation.
DNV’s guide to NIS2 explores what the legislation means for industrial companies in Europe and provides a three-step approach to compliance. For details see the website.
7. Baltic freight assessments
The Baltic Exchange has launched a new series of chemical and agricultural oil assessments in order to meet the evolving needs of the maritime freight market and bring its expertise and benchmarking data to the chemical and agri-oil shipping sectors.
The Baltic Chemical and Agricultural Oil Assessments (BCAA) will be produced on a weekly basis as of February 2025. The assessments are designed to serve a segment of the freight market – across owners, charterers, brokers and trading companies – that is increasingly demanding key freight data and sector benchmarks on a more regular basis to make more informed financial decisions.
Known for its knowledge in dry bulk, tanker, and gas freight sectors, alongside providing container and air freight data, the Baltic Exchange is now set to engage with a broader spectrum of stakeholders, including shipowners, charterers, and industrial producers across the whole chemical, vegetable/agri-oil, and biofuel supply chains. These industries provide vital products and uses to everyday life, from cleaning/hygiene products to food and cooking, construction materials, transportation, agriculture, clothing, and electronics.
Filling a gap in existing freight assessments, the BCAA will offer insights into a series of trade routes covering “easy-chemicals” like benzene, biofuels, and caustic soda, as well as vegetable oils. The indices, priced in USD per metric ton and basis 5,000 mt or 10,000 mt shipments (and 40,000 mt for vegetable oils), reflect the unique nature of chemical tankers, which carry multiple cargo types and require specialised handling beyond a traditional oil products carrier.
The trade routes covered by BCAA include:
EC11: Northwest Europe to US Gulf
EC22: Middle East Gulf to West Coast India
EC23: Middle East Gulf to China
EC34: US Gulf to Far East
EC35: US Gulf to Northwest Europe
EC36: US Gulf to Brazil
EC43: Singapore to China
EC52: Korea to West Coast India
EC57: Korea to Singapore
PO45: Singapore Straits to Northwest Europe
VG62: EC South America to West Coast India
“Unlike traditional freight indices, chemical tanker operations are highly complex, involving multiple unrelated cargoes with very specific but diverse stowage and handling requirements. However, the chartering market has now become sufficiently mature for us to develop a reference price for these key trade lanes,” said Mark Jackson, CEO of the Baltic Exchange.
“The launch of the BCAA underscores our commitment to broadening our services and providing critical transparency in underrepresented markets. By expanding into the chemical and agri-oil sectors, we are offering the freight market much-needed benchmarks for these specialised industries. This latest set of benchmarks reflects our dedication to supporting the diverse needs of the global shipping community, and we look forward to continuing to innovate and collaborate with stakeholders across shipping’s most important sectors.”
8. BIFA bitesize
The British International Freight Association (BIFA) has a new development in its programme of training: all-inclusive access to a range of bitesize eLearning courses.
This initiative is designed to provide full trading members with unlimited access to eLearning, giving opportunities for them to upskill their teams, and is all part of the membership fee.
BIFA Bitesize is a suite of eLearning that has been developed as part of BIFA’s ongoing commitment to provide a variety of training options, aimed at enhancing knowledge in areas critical to freight forwarding, customs compliance, and international trade.
The first rendition of BIFA Bitesize content features extracts from the existing BIFA Freight Forwarding and Customs Essentials courses.
Some of the key topics include: Preparing to Trade; Incoterms 2020; Inward and Outward Processing; Customs Warehousing; Classification; Returned Goods Relief; Paying HMRC, and Procedure Codes.
Additionally, a brand new Customs Declaration Service (CDS) Compliance course will be added to the platform very soon. The initial mandatory module, centred around an import home-use declaration, outlines potential consequences of compliance errors. Subsequent modules, which cover a range of regimes, will follow.
These courses have been carefully curated to support both newcomers and experienced professionals in the industry, ensuring that all staff of all members have access to up-to-date and relevant basic training to further support their professional development. It also helps BIFA members to stay ahead in the fast-paced world of international trade and customs compliance, which is evolving constantly.
Carl Hobbis, member services director at BIFA, who has management responsibility for the trade association’s training and development services said: “We believe the inclusion of this eLearning platform as part of the standard membership subscription of full members is a game changing move for a trade association in the sector.
“BIFA Bitesize is accessible via the BIFA member portal at https://www.bifa.org which provides full details on how to navigate the platform and access the courses.
“There are no limits on the number of learners per member that can be enrolled, enabling companies of all sizes to provide high-quality, flexible training to their entire teams.
9. Seafarer happiness
The Mission to Seafarers has published the results of the latest Seafarers Happiness Index, which reveal a fall in happiness in several areas of seafaring life to 6.91 in Q4 2024, from 7.16 in Q3 of last year. This marks the first downturn for four quarters, with restrictive port policies highlighted as a significant impediment to seafarer welfare.
The Seafarers Happiness Index (SHI) is a quarterly survey conducted by the Mission to Seafarers, in partnership with Idwal and NorthStandard, and supported by Inmarsat. It provides vital insights into the experiences of the men and women who serve at sea, highlighting the areas most in need of attention and action. These findings underscore the critical importance of prioritizing seafarer welfare to ensure a sustainable and thriving maritime workforce.
The results of the latest survey show that dissatisfaction is partly due to some ports not actively facilitating shore access. There is a growing perception that if a port is not proactive in supporting shore leave then it is acting as a barrier to it. Many seafarers report feeling isolated and frustrated due to limited shore access, poorly maintained facilities, and inconvenient transport options. These challenges make it difficult for crew members to leave their vessels to rest and recharge, contributing to heightened mental strain.
These findings also highlight that while some improvements have been made in terms of interpersonal relationships and professional development, critical areas continue to undermine overall satisfaction and well-being.
Connectivity issues remain a major source of discontent. Although free Wi-Fi is often promised onboard, inadequate infrastructure means that connectivity is frequently unreliable or unusable. This paradox leaves seafarers struggling to stay connected with family and friends, further intensifying feelings of isolation and negatively affecting morale.
Seafarers shared their concerns over stagnant wages amid rising living costs. With many seafarers feeling that their wages have not kept pace with inflation , or the increasing demands of the job, leading to growing dissatisfaction.
The results have also shown that training can present seafarers with both a positive and negative experience. On the positive side, many seafarers have reported access to quality mentorship opportunities, and professional development programmes, helping seafarers enhance their skills and stay up to date with industry standards. However, the negative aspects of training are equally prominent, with many crew members expressing frustration with redundant training requirements, feeling that they are asked to complete the same courses repeatedly without gaining new insights.
Workload and fatigue remain significant issues, driven by long hours, inadequate staffing, and a rise in administrative burdens. Despite efforts to streamline processes through digitalisation, persistent paperwork continues to drain time and energy. This combination of factors is increasing fatigue levels, jeopardizing both safety and well-being.
Social interaction on board is another area in need of attention, with high workloads often restricting opportunities for social interaction. This isolation is often compounded by departmental segregation, where crew members from different departments interact less frequently, further adding to the sense of disconnection. Addressing these issues could significantly enhance morale, foster teamwork, and contribute to safer, more efficient operations.
Ben Bailey, Director of Programme, The Mission to Seafarers, said: “Shore leave is not a luxury but as a vital opportunity for rest and mental recovery for seafarers. The decline this quarter highlights the critical need to sustain efforts to improve seafarer welfare and avoid complacency in addressing the challenges they face. We are committed to working closely with the shipping industry, including the ports sector, to overcome these challenges and enhance the well-being of seafarers. The Seafarers Happiness Index (SHI) is a vital tool in this mission, and we extend our gratitude to all the seafarers who contributed to the survey.”
Thom Herbert, Idwal Crew Welfare Advocate, commented: “The Q4 2024 report is again a stark reminder of the persistent challenges facing seafarers today. Despite pockets of progress, the decline in overall happiness, especially related to shore leave and connectivity, underscores the urgent need for industry-wide reforms. We must listen to the voices of those at sea and address their concerns, from stagnant wages to isolation caused by inadequate port access. At Idwal, we believe improving these conditions should be the cornerstone for sustaining a thriving maritime industry.”
Yves Vandenborn, Head of Loss Prevention Asia-Pacific, NorthStandard, added: “Once again, the Seafarers Happiness Index has offered powerful insights into the way shipping’s key workers think and feel about their lives at sea, and areas of potential improvement. “With a change from 7.16/10 in Q3 to 6.91 in Q4 of 2024, this reflects the first decline in happiness levels since Q1 of 2024. The report reflects positively on onboard relationships, mentorship and professional growth opportunities. It is critical that we pay full attention to the views of those at the sharp end of shipping to recognise the positives and respond decisively to their areas of concern.’
To read the full Seafarers Happiness Index report for Q4 2024, click here.
10. Red Sea salvage
The long-term environmental impact of the Sounion vessel disaster, both of the vessel and on the Red Sea, were at the forefront of the critical salvage operation, noted Ambipar Response, the emergency response division of Ambipar Group, who led the spill response and pollution prevention effort for the stricken 164,000 dwt tanker (IMO: 9312145) in August 2024.
After being struck by multiple missiles from Houthi rebels during a routine transit through the Red Sea, Sounion was left stranded and ablaze for 22 days. Crucially, the incident rendered the onboard cargo of more than 150,000 tonnes of crude oil at risk of spilling into the Red Sea due to the damage that was sustained by the vessel’s structure.
While the coordinated international response effort, which involved multiple salvage specialists and regional security forces, including Ambipar Response, Megatugs Salvage & Towage, EODEX, Ambrey, and the European Union Naval Force (EUNAVFOR), focused on securing the vessel and extinguishing the onboard fires, limiting the environmental impact of the vessel and its cargo on the Red Sea was the leading priority for the salvage effort.
“From the first moment of the salvage operation, we needed to ensure the long-term safety of the regional environment whilst controlling the immediate threats. Despite the complexity of the crisis, there was a clear understanding between the various salvage and firefighting parties involved to ensure that the environmental impact of the Sounion did not reach a worst-case scenario,” said Martin Barnes, Marine Response Lead at Ambipar Response.
The threat of continued attacks from Houthi rebels risked more than a million barrels of oil spilling into the Red Sea, potentially resulting in an incident that would be four times the size of the infamous Exxon Valdez disaster in 1989.
An incident of this size in the Red Sea risked completely shutting down the key trade route, impacting desalination plants that would cut off water supplies to millions in the region and causing untold damage to the unique ecology of the Red Sea.
“Being able to extinguish the fire, secure the tanker and safely tow it to a Port of Refuge without significant environmental impact was a scenario that many feared would be impossible,” said Barnes.
“This operation was a true test of the global salvage industry’s collective capabilities and preparedness. We are proud to have led this crucial environmental effort but we are also pleased to see that this became a truly international coordinated response that ensured diplomatic issues and security challenges did not hinder the long-term environmental impact of one of the world’s key waterways.
“The global marine response industry plays a vital role when it comes to global environmental safety and nowhere was that more evident than in the Sounion incident last year. This particular incident was made extra challenging owing to the ongoing security risks in the region but Ambipar Response’s contributions, including advanced oil containment systems, real-time environmental monitoring, and rapid deployment of specialised response units from around the world, ensured that the long-term environmental impact was kept as minimal as possible,” he added.
While operations of this magnitude remain rare, Barnes also noted that the Sounion incident underscored the need for salvage companies to continuously invest in preparedness and readiness for complex maritime crises, while also advocating for greater awareness and education for all potential parties that could be impacted, such as insurance providers, port operators and vessel owners.
11. SHIELD
The University of Strathclyde is encouraging ship operators, safety professionals and accident investigators to use the Safety Human Incident & Error Learning Database (SHIELD) to better understand the underlying root causes of human-factor related issues in maritime incidents.
SHIELD, developed by a consortium of partners across the aviation and maritime spheres as part of the European Union’s SAFEMODE project, was launched in 2022 and is now being used by major cruise lines, a UK-based ferry operator, safety agencies in Europe and Asia, and a number of accident investigation boards.
But more data is required if SHIELD is to have a material benefit on future maritime safety and policy, says Dr Rafet Emek Kurt, the head of the University’s Maritime Human Factors Centre, who led the SHIELD development for maritime. “Human factors have long been recognized as a critical element in shipping safety, yet whenever there is an accident, in reaction to the lessons learnt we continue to overload the seafarer with more safety procedures, more checklists, more training. This is largely ineffective in reducing human factor incidents and increases the cognitive load on the seafarer. We need to address the root cause of an accident to have any meaningful impact.”
Kurt said that the SHIELD platform provides invaluable feedback to shipmanagers, policymakers, accident investigators, and ship and system builders to better quantify the human components in safety risk models, resulting in positive changes in ship design, operations and rules.So far, in the absence of high-quality data, the maritime sector has failed to include human factor considerations in critical decision making. As a result, envisaged safety improvements from the sector have been ineffective, with accidents continuing to occur at a steady rate after.”
12. Turkish pollution
West P&I Club would like to draw members’ attention to a concerning trend of pollution incidents involving vessels operating within Turkish waters and calling at Turkish ports. The club reminds members of the need to strictly adhere to all relevant national and international requirements relating to pollution and the importance of implementing appropriate operational precautions.
This comes at a time when fines by the Turkish authorities for pollution events have been increasing over the last 12 months as previously communicated by the Club.
A member’s vessel recently called into a Turkish port to conduct a transfer of slops from the vessel’s slop tank to an adjacent barge. Due to a lapse from the barge and the vessel, a quantity of slops were discharged into the sea because of a leakage that wasn’t immediately noticed. The de-slopping operation was halted soon after and the local Turkish Coast Guard was notified. This resulted in a significant fine.
The club highlights some key recommendations for vessels transiting Turkish waters when engaging in any operations where there is a risk of pollution. While the list of recommendations is not exhaustive, it is imperative to comply with all relevant anti-pollution procedures within Member’s Safety Management Systems and ensure crews are fully familiar with these procedures. For more details see the club’s website.
Members seeking further information relating to this should contact the Club’s Loss Prevention Department.
13. Slot charterers
A recent edition of TT Talk considers the issue of slot charterers limiting liability. A container ship caught fire and sank near Colombo in Sri Lanka resulting in a total loss. The owner and bareboat charterer successfully claimed limitation of liability in the English Admiralty Court. The three slot charterers also argued for limitation on the basis they could be considered as shipowners too.
See SEA CONSORTIUM Pte Ltd & Ors v BENGAL TIGER LINE Pte & Ors (The X-Press Pearl): [2024] EWHC 3174 (Admlty) on the club website. TT Club says “This judgment provides useful confirmation of the MSC Napoli case and applies the earlier judgment to agreements with different names but with basically the same substance. The result is that parties should not be discouraged from part-chartering a ship by the risk that they might be unable to limit under the Convention.”
14. Fin stabilisers
Lloyd’s Register has introduced its first class notation for fin stabilisers. For decades, fin stabilisers have been considered a desirable feature rather than an essential component of a ship. However, with the increasing demand for enhanced passenger experiences on modern cruise ships, fin stabilisers have become integral to providing a smooth and comfortable journey. Located under the waterline on the side of a ship’s hull, fin stabilisers provide a roll damping effect, counteracting the ship’s natural roll and ensuring a stable voyage.
The new class notation will cover the strength, machinery, and control aspects of fin stabilisers, including their integration into the ship’s hull. While it will not assess the performance of the fin stabiliser in improving sea-keeping, it will ensure that the stabiliser is functional and reliable. This development is particularly beneficial for cruise operators, as it addresses the critical role of fin stabilisers in enhancing passenger safety and comfort.
The sudden loss of a stabiliser can create immediate safety risks for passengers and lead to extended periods of reduced guest satisfaction until repairs are completed. With the new class notation, operators can significantly reduce the risk of financial losses from unscheduled dry docking and reputational damage caused by poor guest experiences.
Lizzie McCaig, Rule Development Team Lead, Lloyd’s Register, said: “This new class notation demonstrates LR’s commitment to evolving its rules to meet the needs of its clients. While fin stabilisers are not classified as safety items, apart from their attachment to the hull, LR recognises their importance in the overall operation of the ship and the experience of passengers.
“By including fin stabilisers in the classification rules, LR is taking proactive steps to support shipowners and reduce their risks.”
15. LOWNOISER project
Lloyd’s Register has joined the LOWNOISER project, a new initiative aimed at tackling underwater noise pollution caused by maritime traffic.
Funded by €6.3 million from the European Union, the project brings together 15 partners to develop innovative noise reduction technologies, establish regulatory standards, and advance industry practices to protect marine habitats.
Underwater radiated noise from ships is a significant source of continuous underwater noise pollution. It impacts marine species that rely on sound for survival, such as whales, fish, and invertebrates. The European Commission has highlighted this issue in its Marine Strategy Framework Directive, requiring 80% of habitat sizes for target species to remain free from biologically harmful noise levels.
The four-year LOWNOISER project will demonstrate practical and durable methods to reduce underwater noise from ships, applicable to both new ship designs and retrofitted vessels. Some of the noise-mitigation strategies and environmentally friendly technologies include air lubrication systems, low-noise bevel gears and engine mounts, onboard monitoring systems, and distributed acoustic sensing.
Five full-scale demonstrators, including HX Hurtigruten Expedition’s Roald Amundsen cruise vessel and Ibaizabal’s Montesperanza oil tanker, will validate the effectiveness of these noise-reduction technologies and measure their benefits for marine species.
LR will lead work package 7, focusing on regulatory aspects and the development of guidelines for stakeholders and authorities. Additionally, LR will participate in other work packages, developing numerical and analytical methods and models for underwater radiated noise and assessing the efficiency of tested noise mitigation measures.
Per Trøjgård Andersen, Technical Lead in Engineering Dynamics at Lloyd’s Register, said: “LR’s involvement in the LOWNOISER project demonstrates our commitment to creating sustainable, long-term solutions for protecting marine ecosystems and safeguarding our oceans for future generations.”
The LOWNOISER project partners include: Maritime CleanTech (Norway), VTT Technical Research Centre of Finland, SINTEF Ocean (Norway), Técnicas Y Servicios De Ingeniería (Spain), Kongsberg Maritime (Norway), Lloyds Register (UK), Universitat Politècnica de Catalunya (Spain), Ibaizabal Tankers (Spain), Alfa Laval Rotterdam (Netherlands), Vibrol (Finland), Bergen Engines (Norway), Istituto Nazionale Di Fisica Nucleare (Italy), Consiglio Nazionale delle Ricerche (Italy), Bureau Veritas (Portugal); Associated Partner: HX Hurtigruten Expeditions (Norway).
Notices & Miscellany
National Apprenticeship Week
Next week is National Apprenticeship Week (10th – 16th February), and the British International Freight Association (BIFA) is hosting two online events to remind its members that apprenticeships can provide an ideal entry point for attracting fresh talent into the industry.The first, on February 12th, is aimed at anyone that is new to the logistics industry or is currently completing an apprenticeship.
Alfa Laval
Alfa Laval has signed an agreement to acquire NRG Marine, a leading provider of ultrasonic anti-fouling solutions for marine, oil and gas, and industrial applications, headquartered in the United Kingdom.
Mare Forum
8th Mare Forum Singapore 2025 —28 February, Novotel Singapore .
For details see https://www.mareforum.com/events
Devonshire Underwriting
Devonshire Underwriting, the managing general agent specialising in underwriting transactional risk solutions, is pleased to welcome Robin Muir to the business as Head of Contingent Risks, effective immediately.
Muir’s arrival will enhance Devonshire’s Contingent Risk Insurance offering with a greater focus on corporate restructuring activity, following his years of experience at law firm Jones Day.
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)
A group of friends who went deer hunting separated into pairs for the day.
That night, one hunter returned alone, staggering under a huge buck.
“Where’s Harry?”, asked another hunter.
“He fainted a couple miles up the trail,” Harry’s partner answered.
“You left him lying there alone and carried the deer back?”
“It was a tough decision,” said the hunter. “But I figured no one is going to steal Harry.”
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