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IN THIS ISSUE
1. When confusion reigns
2. Gas reduction
3. ITIC credit
4. Methane pathway
5. Fisheries
6. EcoTow
7. Supply chain fraud
8. Cybersecurity framework
9. Neurodivergent support
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. When confusion reigns
By Michael Grey
“She’s not answering the helm!” It was a call to chill the heart of any watchkeeping officer, at least in the days when there was a man on the wheel to react with such alarm. It happened to me just once, but in the middle of the Straits of Gibraltar, with lots of traffic around. Panic stations – call the master – stop the engines – get the not under command signal hoisted – explain to the engine room that we really wanted to stop – it was an afternoon to remember. After the engineers had strewn the various bits of telemotor around the wheelhouse, the culprit was found in a plug of oily waste, left over from the ship’s recent refit. The voyage was resumed, after a lot of bad language, with no near-misses and all of us just a little older, and perhaps wiser. In such events, the first reaction, and very human it is too, is one of confusion, before the proper reactions hopefully kick in.
If one has been a watchkeeper on any sort of ship, it is something of an education reading of accidents where confusion was not a momentary hiatus, but also can provoke a reaction of deep sympathy. There, but for the grace of God etc….. Problems with controls seem to have been a perennial contributor to confusion in the preliminaries to an accident. The failure to switch from one set of manoeuvring controls to another has been the cause of a great deal of bent steel, and worse, over the years. There is a case in the current edition of the excellent Marine Accident Investigation Branch Safety Digest, where a nice new trawler apparently went berserk when shifting ship in a fishing harbour, bouncing off a concrete wall and finally grounding. The skipper was vainly attempting to handle his ship with inert controls, as they had not been switched to where he was standing in the wheelhouse.
One might ask why, in a wheelhouse a few paces from one side to the other, it was necessary to have separate port, starboard and central controls, but I am told not to be old-fashioned, as convenience and labour-saving are the priorities these days. I recall a ferry master friend telling me that after confusion had reigned in his bridge, they fashioned an enormous wooden “tablet” that distinguished the active console from the currently dead ones. It was, he said, on the same principle as the huge tokens exchanged by the drivers of railway engines on single tracked lines. But these sort of “instrument enabled” accidents, which probably would not have happened before the multiplication of control stations, still occur on a fairly regular basis. And there is no denying that confusion is sometimes occasioned by poorly designed controls or switches, with vital functions insufficiently distinguished from others, sometimes badly lit. It seems to be often a function of digitisation, with touch-screens and pressure switches taking over from more “human-friendly” controls, where status was more immediately apparent.
Accidents involving autopilots also happen rather too often and can be a source of embarrassment and worse. A classic example which will be written into textbooks forever more is the stranding and subsequent loss last year of the New Zealand Navy’s dive and hydrographic ship HMNZS Manawanui, which met her end amid confusion on the reefs of Samoa. The final report into the circumstances, which attribute the stranding to those on the bridge not realising the vessel was on autopilot when they were trying to turn the ship away from the coast, makes sobering reading, with the (partially redacted) voice transcripts from the bridge recorder, of that career-ending evening. It will be little comfort to those involved to learn that their problems were pretty well identical to those on the bridge of the tanker Torrey Canyon, which, in 1967, ushered us into the age of the super-spill.
They too had wasted desperate final seconds trying to disengage the ship’s autopilot, circumstances which have been repeated down through the intervening decades, aboard too many ships. Insufficient familiarity of the operating crew with their ship and her controls were suggested as one problem in the New Zealand report, which might seem surprising to commercial sector readers, as naval vessels invariably spend a long time “working up”, where crews of merchant ships are expected to take their ships to sea without such a period of familiarisation. But the old saw “different ships – different long splices” still manage a certain resonance in an era of infinitely more complex vessels and their sophisticated equipment.
Michael Grey is former editor of Lloyd’s List.
2. Gas reduction
At the recent landmark MEPC 83 meeting, the International Maritime Organization (IMO) Member States assumed responsibility and agreed on a medium-term greenhouse gas reduction measure that differs from the levy-based approach INTERCARGO and industry partners have advocated for many years.
INTERCARGO Secretary General, Kostas Gkonis commented, “INTERCARGO is concerned about the complexity of the measure taken forward by IMO, disregarding calls for a simple, practical and therefore predictable, enforceable, and effective approach.”
He continued, “Despite these challenges, our Association remains committed to supporting the IMO process and its implementation. We will make every effort to help the industry progress toward the fair and practical transition required for international shipping and the dry bulk sector.
“INTERCARGO will continue providing constructive input to IMO as this work progresses, aligned with IMO’s ambition to achieve decarbonisation goals for international shipping as the global regulator. Our industry needs global solutions that are transparent and simple to administer, especially for the small and medium-sized companies that form its backbone, rather than fragmented regional measures.
“Nevertheless, INTERCARGO welcomes the progress made by Member States in reaching a decision at IMO. As the voice of the dry bulk shipping sector—the largest by number of vessels and deadweight tonnage, with bulk carriers serving as the backbone of international tramp shipping—INTERCARGO remains committed to supporting the IMO’s efforts toward a just and effective energy transition.”
3. ITIC credit
In a bold show of support for its members during a time of increased global economic uncertainty, International Transport Intermediaries Club (ITIC) is increasing its continuity credit for the 2025 policy year. This strategic move offers meaningful economic relief, rewards member loyalty, and reinforces ITIC’s long-term commitment to retention and its ‘members-first’ mutual ethos.
For the 31st consecutive year, ITIC members will receive a premium credit to be applied against 2025 insurance premiums, under the following structure:
- A 35% credit for those members renewing for one year
- A 45% credit in the first year for those members renewing for two years, with a guaranteed minimum credit of 30% in the second year
This marks the second-highest continuity credit ever offered in ITIC’s 100-year history and represents a significant increase from the previous year’s credit of 20% (one-year) and 30% (two-year).
The increase reflects ITIC’s strong financial position, with combined free reserves exceeding US$260 million across ITIC and its reinsurer, TIMIA. These reserves are well above regulatory solvency requirements, underpinned by sound governance, profitability, and prudent financial management. This financial strength allows ITIC to remain a stable partner for its members.
“We are very pleased to share the news with our members about this year’s continuity credit, which is one of the highest credits ever provided,” said Alistair Mactavish, Chief Underwriting Officer at ITIC.
“In an increasingly difficult economic landscape, our members can depend on us not just for protection, but for real, measurable support that rewards their loyalty and long-term trust in ITIC,” he added.
Continuity credits have been a hallmark of ITIC’s mutual status, with over US$206 million returned to members to date. These credits directly reduce the cost of insurance and serve as a key incentive for members to remain with ITIC over time, strengthening long-term relationships and aligning the interests of ITIC with those it insures.
The boards of ITIC and ITIC Europe (ITIC’s EEA-based subsidiary insurer) believe that the continuity credit should be the method used to distribute excess free reserves. Furthermore, they are committed to maintaining the continuity credits at a sustainable level for future years.
“The continuity credit increase comes with no general premium rise for the 2025 policy year, highlighting our consistency, reliability, and ‘members-first’ philosophy,” Mactavish concluded.
4. Methane pathway
SEA-LNG congratulates the IMO and its delegates on reaching the agreement on a regulatory framework for GHG emissions reductions last Friday. It is pleased to see that the IMO has held firm to its principles of goal-based, technology neutral regulation. While many details need to be decided this provides a clear decarbonisation framework for the global shipping industry and will enable all fuel pathways, be they methane (LNG), methanol or ammonia, to compete on a level playing field.
The framework, assuming it is adopted in October, means that ship owners can continue to invest in LNG-dual fuel engine technologies, secure in the knowledge that the LNG, or more accurately, methane pathway to decarbonisation is recognised by the IMO. SEA- LNG says this provides “A pathway that is practical, realistic, scalable and low cost compared with those offered by other alternative marine fuels. Critically, on the supply side, the proposed regulations will further incentivise the growth we are seeing in liquefied biomethane bunkering and catalyse additional investments in e-methane.”
5. Fisheries
Marine NGOs urge EU countries and the European Commission to fully implement the EU common fisheries policy to tackle unintended consequences and ensure a just transition to low-impact and fair fisheries.
A new study has shed light on the political economy of the fisheries sector in Europe, revealing a system that drives industrialisation and economic concentration to the detriment of more environmentally friendly practices and a fairer distribution of resources. The study, published by Seas At Risk and its members BUND, Ecologistas en Acción and Sciaena, and in cooperation with Only One , finds that current use of the rules and the lack of implementation of some of them benefit a privileged group of large-scale fishers at the expense of small-scale fishers and low-impact fishing practices.
“Despite their high efficiency and productivity, and their significant workforce contribution, small-scale fishers often experience low wages, part-time employment and exclusion from decisions. Their vital role in sustaining local economies and promoting low-impact fishing is overlooked by public authorities. This oversight is exacerbated by subsidies that, due to complex paperwork, low level of cash flow and time demands, favour once more large-scale fleets often sustaining big subsidy-dependant businesses and destructive fishing practices.
“The challenges highlighted in the study are not due to inherent flaws in the legislation, but rather to its inconsistent implementation. While the law provides various opportunities to transition to low-impact fisheries and support small-scale fishers, policy-makers not only fail to utilise these options, but they often even fail to meet the law’s compulsory minimum requirements.
“As a result, fishing vessels have decreased in number but the remaining ones are, on average, larger and more powerful, revealing an industrialisation trend. Similarly, the concentration of power through the ownership of multiple and larger vessel fleets, the acquisition of significant shares of quotas, and the control of various stages of the transformation and distribution process, has left the fisheries sector in the hands of a reduced number of large players.”
Monica Verbeek, Executive Director at Seas At Risk, said: “The Oceans Pact, soon to be released by the European Commission, must tackle the inadequate enforcement of current fisheries policies and establish a strong, meaningful plan to support low impact (mostly small scale) fishers. It is the much needed first step in the transition to low impact fisheries.”
Bruno Nicostrate, Senior Fisheries Policy Officer at Seas At Risk said: “Although EU fisheries regulations are comprehensive, insufficient implementation and oversight undermine their effectiveness, leading to unintended consequences. Policymakers must seize every opportunity to make European fisheries fairer and more sustainable. This is essential to ensure fishers earn a decent livelihood, protect coastal communities from decline, and safeguard the long-term health of our marine ecosystems”.
Despite being mandated by law, key measures remain unenforced. For instance, the distribution based on social and environmental criteria rather than solely on the principle of relative stability and historical catch criteria, would represent a significant step forward for small-scale, low-impact fishers. Similarly, ensuring a transparent allocation of fishing rights would contribute to uncover excessive concentration of power, and pave the way for fairer and more equitable access to resources.
The Common Fisheries Policy is currently undergoing a comprehensive evaluation. As part of this process, a public consultation is gathering input from stakeholders to assess the policy’s effectiveness. The findings of this evaluation are expected to be published in 2026. Based on these results, the European Commission will decide whether to maintain the current legislation, amend specific fisheries regulations, or pursue a broader reform of the policy. NGOs believe that while the legislation is fundamentally sound, its implementation and enforcement will tackle existing challenges and lead to the transition towards low-impact fisheries and protection of EU marine ecosystems.
6. EcoTow
Svitzer has signed a global EcoTow agreement with the Wallenius Wilhelmsen group. The agreement marks a major step in Svitzer’s decarbonisation journey and supports Wallenius Wilhelmsen’s ambition to reduce Scope 3 emissions across Svitzer’s global operations.
The agreement covers tug jobs across key markets such as Australia, the UK, and Scandinavia. By applying the mass balance principle, Svitzer can use biofuels across its network and bank the resulting CO₂ savings in its emissions ledger. These are then allocated to Wallenius Wilhelmsen, allowing the company to reduce emissions related to towage.
“This collaboration demonstrates the importance of partnerships in our decarbonisation efforts. Working with a like-minded partner like Svitzer gives us a reliable path to reduce emissions beyond our direct operations,” says Ove Moring, Senior Manager Supplier Contracting & Equipment, Wallenius Wilhelmsen.
Sven Muchardt, Key Customer Manager at Svitzer, highlights the value of the agreement: “We are excited to partner with Wallenius Wilhelmsen on this initiative to help address the shared challenges of decarbonisation. This agreement strengthens our collaboration while supporting both companies’ strategic goals.”
The deal reflects a growing customer demand for voluntary emissions reduction schemes that go beyond regulatory requirements. It also illustrates how Svitzer’s differentiated approach can support customers in accelerating their climate strategies.
“We see EcoTow not only as a solution for today, but as a bridge to more transformative change,” adds Svitzer’s Head of Decarbonisation, Gareth Prowse. “These agreements show that our customers are ready to act now, not later.”
7. Supply chain fraud
In a competitive market where the promise of profitable new business is alluring international freight transport insurer TT Club is issuing a warning to freight forwarders and logistics operators to beware of fraudulent customers offering lucrative loads.
Fraudulent strategies can prove extremely profitable to the international criminal fraternity and the global supply chain is typically low risk due to the remote nature of the actual physical theft of goods. TT Club has regularly highlighted the risks of theft through fraudulent documents, mandate fraud, fraudulent truckers, and trucking companies presenting themselves to collect cargo and more recently fraudulent freight forwarders or brokers.
Now the insurer is drawing attention to another type of fraud prevalent over the last twelve months; that of credit fraud. TT’s Logistics Risk Manager Josh Finch comments, “Credit fraud is an exposure to all in the global supply chain and a danger that ought to be considered through the risk management structure of every business. This is primarily a financial risk as operators are left with freight costs that can’t be collected. The losses as a result of such fraud can escalate quickly.”
The methodologies of criminals may vary but they all prey on the priority of all operators to maximise revenue in a highly competitive commercial environment. A brief example can help illustrate the dangers. Finch explains, “A new customer approaches with a single shipment, typically to transport internationally, for instance from Bangladesh to Spain. The ocean shipment will be completed by road at source and destination. There is a suggestion this could be the start of a potentially large and lucrative contract. A rate is agreed and a 60-day credit facility arranged. On completion of the shipment the freight account is settled within the agreed 60 days.”
What follows, from the operator’s point of view seems favourable, as four more consignments of clothing are booked on similar terms to the first. Then the ‘sting’ is put in place as these consignments become urgent and must be sent by air. Several more air freight shipments occur regularly over a three-week period. All successfully delivered.
However after that, communications to the customer go unanswered; the 60-day credit period expires, and the freight account goes unsettled. The operator is left with significant carrier costs and no revenue.
TT urges operators to engage in extensive due diligence when advancing credit to new customers and points to advice from the British International Freight Association (BIFA). Based on the unfortunate experiences of a number of its members, BIFA highlights some similar characteristics shared by this type of fraudulent ‘customers’ :
- Customer wants only airfreight handled
- No customs clearance or delivery at destination required
- Completely new contacts, never previously engaged with operator
- Large volumes of cargo involved
- Customer accepts the quote without negotiation
- No record of customer ever importing or exporting previously on the UK’s HMRC Traders website
Concluding Finch emphasises, “Undoubtedly the best course is to withhold extended credit such as 60 days until a trusting relationship has been established with a customer. If commercial necessities dictate offering a more immediate credit facility then careful due diligence is vital. It is wise to maintain that primary risk management revolves around knowledge of your customer at all levels including regulatory compliance, safety, and security.”
Full details of TT’s due diligence checklist is available on page 10 of the ‘Supply chain security bulletin’ HERE
8. Cybersecurity framework
Bureau Veritas Marine & Offshore (BV), a global leader in testing, inspection, and certification services, has announced the official endorsement of MARINE, a comprehensive cybersecurity framework developed by ThreatScene SA, a leading provider of cybersecurity services.
The MARINE framework, developed by ThreatScene SA in partnership with the Hellenic Chamber of Shipping, was created to help the maritime industry tackle the growing challenge of cybersecurity threats. Designed as a practical, scalable, and easy-to-implement methodology, MARINE provides clear guidelines and best practices tailored specifically to the maritime sector, offering organizations an effective starting point for strengthening their cyber resilience across vessel operations, port infrastructure, and interconnected maritime systems.
The endorsement by Bureau Veritas recognizes MARINE as a valuable foundation for maritime organizations looking to build their cybersecurity capability in alignment with industry standards. To further support IT teams, the framework is available as a handbook, providing an accessible benchmark for maritime stakeholders seeking to implement cybersecurity best practices and navigate evolving threats.
ThreatScene SA also offers a free online self-assessment platform, enabling organizations to evaluate their cybersecurity maturity, compare their scores against industry peers, and receive a tailored gap analysis report. This report highlights key areas for improvement, helping companies prioritize security enhancements and develop a structured path toward cyber resilience.
As part of the endorsement agreement, ThreatScene SA will continue to update the framework, ensuring it remains aligned with the latest technological advancements, regulatory changes, and emerging cyber threats. This process will be overseen by BV, who will also work with ThreatScene to deliver workshops designed to assist in the revision of the framework (Rev2), incorporating IACS cyber regulations. This commitment reflects both organizations’ dedication to supporting the maritime industry in addressing the ever-evolving cybersecurity landscape.
Katerina Tasiopoulou, CEO of ThreatScene Greece MAE, said: “We are honoured to receive the endorsement from BV, a globally respected leader in the maritime industry. This recognition underscores our commitment to delivering cutting-edge cybersecurity solutions that help maritime operators protect their critical assets. With our ongoing obligation to update the framework, we will continue to provide the industry with the tools needed to stay ahead of emerging threats.”
Matthieu de Tugny, President of Bureau Veritas Marine & Offshore, said: “The MARINE cybersecurity framework is a valuable starting point for the Greek maritime market to address the evolving threat to cybersecurity. The framework provides a practical approach to help owners develop a robust cyber management plan that aligns with relevant industry standards and enhances the overall resilience of their operations.”
The endorsed framework is available for maritime operators, shipowners, and port authorities, offering tailored guidance to address the unique cybersecurity challenges of the sector.
For more information, please visit https://www.threatscene.com or e-mail info@threatscene.com
9. Neurodivergent support
As part of its ongoing efforts to foster greater equity, diversity and inclusion within the maritime space, NeurodiversAtSea, the Seafarers Hospital Society and The Seafarers’ Charity are delighted to announce the launch of an industry-first project to provide tailored support to neurodivergent seafarers.
The project builds upon research conducted by NeurodiversAtSea which identified a lack of industry support for neurodivergent seafarers, with just two out of 118 survey respondents reporting their employer provided any form of assistance to access formal assessments or diagnosis. Additionally,62% of respondents reported no specific assistance for neurodivergent employees.
By making £9,761 available to UK-based seafarers as part of an initial pilot scheme, this project aims to provide grant funding for seafarers who suspect they’re neurodivergent to pursue a formal diagnosis, enabling them to access reasonable adjustments for exams and from their employer.
With up to 15% of the UK population being neurodivergent, including an estimated 1.2 million autistic individuals and 2.2million with ADHD, alongside other conditions such as dyslexia, dyspraxia and dyscalculia, this project takes an important step towards unlocking an under-utilised talent pool for Maritime within the UK.
The project seeks to provide an alternative to lengthy waits for formal assessments via the NHS, which are up to 3 years in some areas, and will fund formal diagnostic assessments and in some cases expenses related to attending these appointments for; ADHD, autism, dyslexia, dyspraxia, dyscalculia and other specific learning differences. The funds will be administered and distributed by the Seafarers Hospital Society, on behalf of NeurodiversAtSea.
Commenting on the launch, Sandra Welch, CEO of the Seafarers Hospital Society said “Diversity, equity and inclusion are integral to a healthy and happy workplace, which is why we’re delighted to be partnering with NeurodiversAtSea, enabling neurodivergent seafarers to access the right assessments and support whilst working at sea”
Echoing this, Daniel Smith, Founder and Chair of NeurodiversAtSea said “Neurodivergent individuals face countless barriers preventing them from having a fulfilling career at sea. This leads to burnout, and people leaving the industry early. By providing access to a formal diagnosis, we enable neurodivergent seafarers to access support – allowing them to reach their full potential.”
Tina Barnes, Impact Director at The Seafarers’ Charity added: “This important new initiative will enable recognition and support for neurodiverse conditions experienced by seafarers. I am pleased that The Seafarers’ Charity’s trustees have recognised the need to support neurodivergent seafarers with this grant award.”
Notices and Miscellany
RINA Annual Dinner 2025 will take place on Thursday, 22nd May 2025
Time: 18:30–01:00
Venue: De Vere Grand Connaught Rooms, London, United Kingdom
Tickets from £100 + VAT – Tables receive an additional 10% discount!
With just over a month to go, now is the time to secure a seat at one of the most prestigious evenings in the maritime calendar. The RINA Annual Dinner 2025 promises to be a night of celebration, connection, and inspiration – all set in the grand surroundings of the De Vere Grand Connaught Rooms, Covent Garden, London.
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And finally,
With thanks to Paul Dixon
POINTS TO PONDER
Can you cry under water?
How important does a person have to be before they are considered assassinated instead of just murdered?
If money doesn’t grow on trees then why do banks have branches?
Why do you have to “put your tupence in”…but it’s only a “penny” for your thoughts”? Where’s that extra penny going to?
Once you’re in heaven, do you get stuck wearing the clothes you were buried in for eternity?
Why does a round pizza come in a square box?
What did cured ham actually have?
How is it that we put man on the moon before we figured out it would be a good idea to put wheels on luggage?
Why is it that people say they “slept like a baby” when babies wake up every two hours?
If a deaf person has to go to court, is it still called a hearing?
Why are you IN a movie, but you’re ON TV?
Why do people pay to go up tall buildings and then put money in binoculars to look at things on the ground?
How come the Americans choose from just two people for their President and fifty for Miss America?
Why do doctors leave the room while you change? They’re going to see you naked anyway.
If a 999 (911) operator has a heart attack, whom does he/she call?
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