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IN THIS ISSUE
1. Resilience required
2. Oversight expenses
3. NorShipping
4. China tariffs
5. NextWave seafarer training
6. Safety regulations
7. Brazilian law
8. Bunker costs
9. Arbitration proceedings
10. Maritime electrification
11. Fuel EU upside
12. Ship fires guidance
13. Seafarer happiness
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Resilience required
By Michael Grey
“You should,” advised my financial adviser the other day, “be sure that you keep plenty of cash available.” Not, he explained, in accessible accounts in the bank, where one may not be able to get hold of it should their systems “go down” because of various forms of electronic attack, but in legal currency, despite how unfashionable cash has become. It might offer, he suggests “short-term resilience.” And it seems good advice, as hackers range freely around the world, whether state sponsored or merely criminally inspired, with the forces of law and order apparently unable to intervene to protect everything from supermarkets to ships at sea. And on the rare occasions they do manage to catch one of these blighters, they will turn out to have some rare neurological condition that will protect them from the significant sentences they deserve.
“Resilience” is a word which is being employed increasingly in these troubled times, when we are enjoined to equip ourselves with wind-up radios, torches and several days supply of bottled water and tinned goods, just in case. And it is not just malevolent hackers and solar storms we have to be concerned about. In an era where we have become accustomed to smoothly operating logistic chains, with minimum amounts of what the Americans call “inventories” our vulnerability has become multifarious. A notably spectacular illustration of this was the effect upon trans-Pacific trade of the outbreak of the tariff war between the US and China, with one of the world’s great flows of goods coming to a screeching halt within days.
Quite what this was going to mean to the average US consumer was graphically spelt out by the CEO of the port of Los Angeles, who looking out at his almost empty berths, itemised the imminent shortages that people would be soon suffering because of this curious form of diplomacy, the length and breadth of the country. He urged people to get their vehicles in good condition, because in a few days there would be no spares or tyres available, while those contemplating purchases of almost anything from furniture to white goods, mobiles to every other form of device, were advised to hurry to the stores while inventories last, because there would be nothing with which the shelves, once empty, could be re-stocked.
A positive consequence of such a pandemonium as President Trump has unleashed on the world might be that businesses live rather less hand to mouth, although, even if the transPacific dust-up concludes, or as seems more likely, simmers down a bit, there will surely be more chaos to come. It might also be that people realise their present complete dependence on the smooth transit of merchant shipping, although that argument could be rather lost in the nonsensical debate about how maritime America can be made great again by somehow building enormous numbers of US-flag commercial ships to replace those constructed efficiently and economically in Chinese yards, subjected to huge taxes if they stray into US waters.
But the demand for greater resilience in a dangerous world comes in so many different forms, from the fragility of our communications, electronic networks and vulnerable energy supply to the need to build everything to anticipate and mitigate natural disasters. It will take more than a torch and a supply of tinned goods, to properly harden our defences against what realistically might confront us in the short or medium term. It might be suggested, from the briefest of glimpses of the geo-political situation worldwide, that we have been given plenty of plain warnings. Just consider how the abilities of a gang of Yemeni pirates to dislocate trade have demonstrated our vulnerability. Look at the potential damage from a few dragged anchors. And many more historical analogies are readily available, should anyone care to dig a little deeper.
Resilience, if we thought about it rather more, would mean the availability of alternatives, for the possible interruption of services that the public depend upon. It is about being prepared for the worst, forgetting about the weasel words of the number crunchers who point out the cost of mitigation, and who tell us that carrying spares and inventories are an unnecessary luxury. It is more than the availability of cash and having tins on the shelf. Access to a locally stationed small nuclear reactor, adequate defences and proper plans by realistic governments surely makes more sense
Michael Grey is former editor of Lloyd’s List.
2. Oversight expenses
A routine ship on a special call, outside the normal liner schedule, turned into a costly oversight for a liner agent, resulting in unexpected expenses of US$135,000 – ultimately reimbursed by International Transport Intermediaries Club (ITIC).
The incident began when a liner agent received advance notice of an inbound vessel scheduled to make a special call outside the regular service pattern. The designated employee quickly sprang into action, arranging pilotage and initiating customs clearance in accordance with the initial arrival plan before heading off on annual leave. All relevant schedules and updates, including those for the special call, were handed over to the covering team.
However, after the employee’s departure, the line informed the agent of a three-day delay in the ship’s arrival at its first discharge port. The line and the ship’s Master ensured the agent was kept updated, and customs documents were finalised well in advance. While the covering team successfully rescheduled pilotage for the first port, they inadvertently failed to do so for the second port of call.
The lapse became apparent only when the ship arrived at the second port’s limits, and no pilots were available. The urgent rush to finalise pilotage services resulted in an extra US$135,000 in expenses and late fees. The line requested reimbursement, placing the blame for the mistake on the agent.
Upon notification, the agent immediately contacted ITIC and provided full documentation, including confirmation of their efforts to adjust the schedule for the first port. However, they acknowledged the critical omission for the second. As there was no defence, ITIC honoured the claim and reimbursed the full amount.
“A mistake like this highlights the need for clear internal communication and robust handover procedures, especially when schedules change and team members are away,” said Mark Brattman, Claims Director at ITIC. “Implementing thorough checklist systems and regular schedule reviews can go a long way in preventing these costly oversights. Our goal is to help members learn from such incidents and strengthen their operational processes.”
ITIC continues to emphasise risk mitigation through robust internal communication, clear delegation, and proactive schedule management — essential tools for avoiding costly errors in the ever-evolving maritime industry.
3. Nor-Shipping
Nor-Shipping 2025, taking place in Oslo and Lillestrøm from 2-6 June, has announced the shortlists for two of its most coveted accolades, the Next Generation Ship Award and the Ocean Solutions Award.
Celebrating innovations, technologies and pioneering projects capable of balancing both environmental and commercial sustainability, the initiatives attracted a huge number of entries from across the world. Selecting the eventual winners was, according to Nor-Shipping Director Sidsel Norvik, “tougher than ever”.
Nor-Shipping’s Next Generation Ship Award champions projects that are either newbuildings under construction, conversions, retrofits or recent deliveries. This year’s shortlisted entrants are:
• Windcat Workboats’ Elevation Series CSOVs: Hydrogen-powered, offshore service vessels developed in collaboration with Damen and CMB.TECH.
• Solvang Shipping’s Clipper Eris retrofit: Carbon capture and storage retrofit on a 21,000m3 ethylene carrier, reducing GHG emissions.
• NYK’s Sakigake conversion: The world’s first ammonia-fuelled tugboat, converted from LNG fuel to demonstrate low-carbon alternatives.
• Samskip’s SeaShuttle feeder vessels: Hydrogen fuel cell-powered zero-emission container ships for shortsea routes.
• Bibby Marine’s eCSOV hybrid vessels: Offshore wind support vessels designed for long-term zero-emission operations.
The Ocean Solutions Award, meanwhile, is open to Nor-Shipping participants with landmark innovations capable of helping the industry meet some of its most pressing challenges. As always, the competition was intense, with the expert jury eventually selecting the following shortlisted nominees:
• Wärtsilä Carbon Capture and Storage: A modular system designed for integration into existing propulsion setups, reducing CO₂ emissions.
• Zeabuz autonomous ship platform: Pioneering remote and autonomous vessel operations to address crew shortages and enhance safety.
• Wärtsilä ammonia solution: A full-scale deployment of ammonia as a marine fuel, showcasing safety and operational efficiency.
• ORCA AI situational awareness: An AI-driven platform enhancing navigational safety through real-time risk detection and data analysis.
• bound4blue’s eSail system: Innovative ‘suction sail’ wind propulsion solutions cutting fuel consumption, emissions and easing regulatory compliance for a wide range of vessel types.
To discover more about Nor-Shipping 2025, and access the full activity programme, see https://www.nor-shipping.com
4. China tariffs
Peter Sand, Xeneta Chief Analyst, has provided the following insight into the impact of 90-day lowering of tariffs between the US and China.
Politicians on all sides will argue over who has won, who has lost and who has the better deal, but the most important point is that we will now see goods flowing more easily between the world’s biggest trading nations. The spiralling trade war was catastrophic for businesses, so there will be huge relief that diplomacy appears to be returning.
Average transit time on the Transpacific trade is 22 days, so shippers will take the 90-day window of opportunity to ship as many goods as possible into the US and this will put upward pressure on freight rates.
Carriers responded to falling volumes from China to the US by slashing container shipping capacity and redeploying it onto other trades, such as the Far East to Europe. It takes time to shift capacity back again, so a revival in volumes from China to US may mean shippers have to pay a little over the odds in the short term.
Q3 is traditionally the peak season for ocean container shipping, but that may arrive earlier in 2025 if there is now a rush to import goods into the US from China. Although the resurgence in demand may be slower for some low-margin goods due to the tariffs still in place.
In the longer term, it is likely freight rates will continue the downward trend seen in the market during Q1 prior to the “Liberation Day” announcement by Trump.
Average spot rates are down 56% and 48% from China to the US West Coast and US East Coast respectively since 1 January, despite an uptick of 18% and 12% on 1 April. Rates have fallen slightly since then but remain elevated compared with the end of March.
Note: Data in the Xeneta platform shows the four-week rolling average for offered capacity from Asia to North America is down 17% since 20 April to stand at 265 000 TEU on 12 May. Blanked sailings are up 86% in the same period to stand at 89 100 TEU.
It must not be ignored there is still a 30% tariff on imports from China to the US and this will be prohibitive for some businesses with lower-margin goods, so there will still be an adverse impact on ocean container shipping demand. It may also take shippers a little time to ramp up sourcing and manufacturing in China again if they took the foot off the gas following the 145% tariffs announced on 9 April.
There will be relief over the easing of tariffs, but shippers cannot carry on as if nothing has happened because, if we have learned anything in the past few months, it is to expect the unexpected and further volatility. The geopolitical risk on supply chains is ever present.
Businesses do not want to be under the thumb of geo-politics any longer and will accelerate plans for diversification in supply chains so they are able to react much quicker and more decisively against future threats.
5. NextWave seafarer training
Cadets from Small Island Developing States (SIDS) and Least Developed Countries (LDCs) are invited to apply for the NextWave Seafarers training programme, launching in July 2025. The deadline for nominations is 31 May 2025.
This pilot programme is organized by the International Maritime Organization (IMO), in partnership with the Kingdom of Saudi Arabia. Supported by Saudi Arabia’s national shipping company, Bahri, this project responds to the growing global need for trained seafarers while creating structured, meaningful career opportunities for emerging maritime professionals.
The NextWave Seafarers programme provides practical, at-sea training opportunities for cadets who are enrolled in their approved training programmes, leading them to get certified as officers in the deck or engine departments, including electro-technical officers.
By placing participants aboard Bahri-operated commercial vessels, the initiative supports the completion of their required sea-time and contributes directly to their career progression in the maritime sector.
Cadets will undergo up to six months of structured onboard training in real operational settings. This seagoing service forms a vital part of their path toward internationally recognized certification and helps address limited access to shipboard placements, particularly for candidates from SIDS and LDCs, where such opportunities are often limited.
Costs covered
All associated costs are fully covered, including:
- Onboard training placement on Bahri-operated ships
- Monthly stipend provided by Bahri
- Round-trip airfare and visa arrangements
- Transit allowance (DSA) for travel during embarkation and disembarkation
The programme is open to cadets from eligible SIDS and LDCs, nominated through their national maritime administrations. Each Member State may nominate up to two candidates, and IMO encourages gender balance through the nomination of one male and one female cadet wherever possible.
Only nominations submitted by the official maritime administrations will be considered. Direct applications from individuals are not considered.
Each nomination must include:
A completed nomination form
Supporting documents demonstrating the cadet meets the selection criteria.
Nominations must be submitted via email to tcid@imo.org, with JMatheic@imo.org in copy, no later than 31 May 2025.
To view programme details, access the nomination form, and review the selection criteria, click here.
6. Safety regulations
Bureau Veritas Marine & Offshore (BV), has called for greater clarity regarding standardized safety regulations that will advance the development of maritime electrification technologies, following the publication of a new technology report, Maritime Electrification: Maritime Battery Systems and Onshore Power Supply. The report explores how electrification technologies – specifically Energy Storage Systems (ESS) and Onshore Power Supply (OPS) solutions – can act as a viable solution to support maritime decarbonization strategies.
While OPS benefits from existing international standards, battery systems remain under-regulated despite growing safety concerns. The risk of thermal runaway incidents within lithium-ion (li-ion) battery technology poses a serious challenge to crew members. Thermal runaway, a rapid, uncontrollable increase in battery temperature can lead to fires that are difficult to extinguish and poses a significant hazard to crew welfare. Despite the increasing deployment of ESS across the global fleet, current safety guidance remains fragmented and largely non-mandatory.
Classification societies, such as BV, are working to bridge the regulatory gap by establishing technical Rules – such as BV NR467 Rules for the Classification of Steel Ships which outlines technical and safety requirements for marine battery installations – to support the integration of these systems into maritime operations, as well as partnering with industry organizations such as the Maritime Battery Forum to develop voluntary safety guidance.
BV’s technology report highlights the dual opportunity presented by marine batteries and shore power systems. Battery adoption is accelerating, with over 1,000 battery-powered ships in service globally. Meanwhile, OPS systems are already supported by EU regulation, with FuelEU Maritime establishing the mandatory use of OPS systems for container and passenger ships docked at EU ports from 2030, followed by all EU ports with OPS facilities from 2035.
The launch of the technology report follows the International Maritime Organization’s (IMO) MEPC 83 outcomes, announced in April 2025, which set ambitious emissions reduction targets through 2040. However, current projections indicate the measures may fall short of the 2030 goals, prompting renewed focus on all viable low-emission technologies. Electrification, though not directly addressed at MEPC 83, is increasingly recognized as a viable enabler of the industry’s net-zero transition.
While existing policies and regulations have provided a foundation for safety and standardization, the technology report acknowledges that there is still work to be done at an international regulatory level to instill confidence in ESS and OPS. Comprehensive, enforceable international standards are needed to ensure the safe deployment of li-ion technologies at scale and pace.
Matthieu de Tugny, President of Bureau Veritas Marine & Offshore, said: “Electrification technology is well established in the industry. However, in order to scale effectively and safely, ESS and OPS systems must be supported by robust, standardized and mandated safety regulations. Without clear international safety standards that regulate the integration of battery systems – particularly regarding fire prevention, crew training and emergency response – owners and operators may lack the assurance needed to integrate these systems into their decarbonization strategies. The industry must work collectively to bridge the current regulatory gap in order to ensure electrification technology achieves its potential in driving shipping’s decarbonized future.”
To access the full technology report follow the link here – MARITIME ELECTRIFICATION | Marine & Offshore
7. Brazilian law
Two new Brazilian Laws, No. 14,879/2024 and No. 15,040/2024, have introduced significant changes that together may affect the choice of law and jurisdiction impacting transnational reinsurance disputes says HFW in a viewpoint piece.
“The principle of freedom of contract allows parties to decide where and how to resolve disputes, subject to the social function of the contract. However, the freedom to choose a non-Brazilian law and jurisdiction may be affected by the combination of these two new laws.
“Whilst these laws aim to protect a contracting party which is in a disadvantageous position (e.g. a weaker bargaining position), the laws may apply indiscriminately.
“Subject to clarifications from the Regulator and the Courts, Brazilian law and jurisdiction may apply to disputes between Brazilian assureds, insurers and reinsurers, or in relation to reinsurance contracts with risks in the Brazilian territory.”
HFW has a cooperation arrangement with Brazilian law firm Costa, Albino & Rocha Sociedade de Advogados (CAR). Together, HFW and CAR are well placed to advise clients in Brazil and throughout Latin America on complex international insurance and reinsurance coverage disputes; high-value energy, marine and aviation claims; insurance adjustment, coverage, and defence; and transactional and regulatory insurance.
To find out more about CAR, visit: https://www.car-law.com.br/. For the full opinion piece see the HFW website.
8. Bunker costs
Maritime Strategies International has released MSI SEASCAPE, an integrated platform for market analysis, vessel performance and asset valuation.
Analysis performed by MSI using data from the new platform has given an early indication of the impact that the IMO’s recently agreed Net Zero Framework will have on the bunker market.
MSI SEASCAPE is designed to support two key functions: first, benchmarking the activity of existing fleets and vessels, and second, due diligence for acquisition, lending or chartering activities.
By extending the annual fuel consumption estimates calculated in SEASCAPE for 2024 through to 2035, and applying MSI’s forecasts for bunker prices, it is possible to project the future fuel costs for all conventionally-fuelled ships included in the SEASCAPE platform (just over 30,000 ships), alongside the projected IMO penalties.
This provides some indication of the scale: by this approach, the IMO’s penalties would be equivalent to an 82% premium on top of the fleet bunker costs by 2035 – almost $100 Bn for the ships included.
From another perspective, this also highlights the opportunity for the shipping bunker market – an annual pot directed towards drop-in biofuels and low carbon alternatives that could rise to $100 Bn per year within the next decade.
MSI SEASCAPE is designed to complement MSI products which offer a forward view of the market by providing a complete retrospective, 12-month view on the global fleet. Hourly data on vessel activity provides vessel speed, direction, emissions, fuel consumption, port time and anchorage durations.
In an innovative alternative to providing raw AIS data, MSI uses machine learning to identify changes in voyage patterns and ship clusters, developing an algorithm to measure vessel tracks, speed and port stays to generate emissions data where AIS satellite tracks were not available. Each month, MSI’s algorithm generates data for over two million ‘dark periods’ where AIS signals are absent.
The platform is designed to meet the needs of an increasingly diverse customer base which is seeking insights into global shipping activity, values and environmental performance.
Seascape segments into four principal data modules:
- Activity displays the historical operational profile by ship, its voyages, port calls, diversions, time at anchor, sanctions compliance etc.
- Green displays estimated emissions on both a Tank-to-Wake and Well-to-Wake basis and also provides AER and CII ratings for the vessel including the change over time and alignment with the Poseidon Principles.
- Value displays the current value of the asset using historical data from MSI’s Forecast Marine eValuator FMV tool.
- DCF uses a Discounted Cash Flow Model to determine whether the ship is over or underpriced vs the current market value, based on MSI’s expert-led forecasts for earnings and values extracted through its HORIZON forecasting model.
Users can extract data by ship, by fleet or sections of the global fleet, filtering by vessel type, characteristics or IMO number. The product is being made available at flexible subscription levels allowing users to start with the data they require most and add additional sectors as their needs evolve.
“MSI has invested two years in SEASCAPE’s development, driven by demand from customers for improved modelling of fleet behaviour at a time when fleet inefficiencies and diversions are impacting earnings and values far in excess of historical norms,” said Will Fray, Director, MSI. “The platform can also be used for due diligence prior to vessel acquisition/lending or charter, to track fleet or vessel behaviour and compare against cohorts and competitors.”
9. Arbitration proceedings
Hill Dickinson has been looking at a number of arbitration issues that can be found in its latest online bulletin. The English Court stayed enforcement of the arbitration award pending outcome of a challenge in the Dutch courts in JSC DTEK Krymenergo -v- The Russian Federation [2025] EWHC 1060 (Comm).
In an investment treaty dispute that resulted in UNCITRAL arbitration proceedings seated in the Hague, the English Commercial Court has concluded that enforcement of the award against Russia should be suspended until such time as the Hague Court of Appeal rules on Russia’s challenge to the award. This was because three out of Russia’s four grounds of challenge had a real prospect of success.
For more details see the Hill Dickinson website.
11. FuelEU upside
As the FuelEU Maritime regulation enters into force, the shipping industry may be looking at a surprising upside. Instead of acting solely as a cost driver, the regulation could create a net financial gain, potentially around €250 million, according to a recent analysis by maritime data and compliance firm OceanScore.
“FuelEU isn’t just another penalty,” said Albrecht Grell, Managing Director at OceanScore. “It’s structured in a way that can push money back into parts of the industry — but only if you understand where and how that happens.”
OceanScore’s analysis focuses on the balance of GHG intensity compliance under FuelEU. The initial compliance deficit across vessels exceeding the regulation’s threshold is estimated at around 2.1 million metric tons (MT) of CO₂e, while more efficient vessels — mainly LNG and LPG carriers — generate a surplus of about 1.3 million MT of CO₂e.
That leaves a net compliance gap of roughly 0.8 million MT, which is likely to be closed using biofuels. These fuels, such as UCOME, have a lower calorific value and higher price point, but offer the advantage of emissions reduction credits and corresponding savings under the EU ETS.
At today’s prices, factoring in the ETS phase-in rate of 70% and current exchange rates, covering this compliance gap via biofuels is expected to cost the industry around €200 million, or €230 per MT of CO₂e. While not insignificant, it is a relatively modest figure for an industry of this scale.
The other half of the story is about how emissions-related costs are passed on, especially in container, ferry, and cruise segments, which together make up nearly 50% of total emissions. In many cases, emissions surcharges are now included in COAs, and some are linked to FuelEU’s penalty levels.
“It’s not a universal practice, but we’ve seen a significant number of surcharges that shadow the penalty rates,” Grell said. “And when you run the numbers, even conservatively, the revenue side starts to look pretty interesting.”
OceanScore’s model assumes that just half of operators apply surcharges at two-thirds of the penalty rate, which equates to about €640 per MT of CO₂e. Under these conditions, total additional revenue could reach €450 million.
Subtracting compliance costs leaves a potential net gain of €250 million — although how sustainable that is remains uncertain.
“Windfalls like this don’t last forever,” said Grell. “But in the short term, there’s clearly value on the table. The trick is knowing how to capture it — and who actually does.”
Who benefits from this value shift depends on where one is in the value chain. Owners, charterers, and ship managers all have different exposure to compliance costs and different leverage in passing them along.
Charterers may aim to pass on more cost than they reimburse, owners will negotiate how these costs are handled, and managers – especially third-party ones – often sit at the center of compliance obligations.
“Ship managers are in a uniquely exposed position,” says Grell. “They carry the responsibility for compliance but typically operate on tight margins. The additional cost, for tools, processes, and reporting systems could quickly reach €3,000–4,000 per vessel annually.”
“Managers shouldn’t be shy about asking for their share of this upside.” Grell said. “They’re doing the heavy lifting, and it’s in everyone’s interest that they’re properly resourced to do it well.”
FuelEU doesn’t just introduce a new rule, it’s setting the stage for a compliance credit market. As operators buy and sell surpluses and deficits, pricing, liquidity, and strategy will become real levers for competitiveness.
OceanScore is working with shipping companies to help them navigate this evolving space, offering data-driven compliance tools, emissions strategy support, and access to pooling mechanisms.
“Whether you’re a charterer, an owner, or a manager, this is a moment to get ahead of the curve,” Grell said. “The costs are manageable, and the opportunity is real — but only if you’re prepared.”
12. Ship fires guidance
The British Tugowners Association (BTA) announced the launch of its inaugural guide on the Use of Tugs in Firefighting at its Annual Conference in Belfast this month.
This comprehensive new guide marks a significant contribution to maritime safety and emergency preparedness, offering industry-standard guidance for tug operators.
Recent events in the Humber have spotlighted the vital role of towage vessels in responding to marine incidents. Several tugs played a key role in the emergency response, working to bring fires caused by the allision of the Stena Immaculate and Solong under control – helping reduce the human and environmental impact of the incident in which, tragically, one seafarer lost his life.
In 2023, over 200 shipboard fires were reported globally, highlighting the urgent need for effective firefighting protocols.
Additionally, with the growing prevalence of alternatively fuelled vessels, such as those powered by lithium-ion batteries, methanol, and ammonia, the BTA’s guide addresses a critical gap in practical marine firefighting procedures.
Welcoming the launch, Stephan Hennig – the Secretary of State’s Representative for Maritime Salvage and Intervention (SOSREP) – said: “This guide presents a vital resource for enhancing maritime safety and emergency response, with comprehensive and practical advice that aligns with our commitment to reducing risks and mitigating marine pollution.
By equipping tug operators with the necessary knowledge and protocols, we can ensure a more effective and coordinated response to shipboard fires, ultimately protecting lives, property, and the environment.”
Nick Jeffrey, BTA Chair, added: “The launch of our inaugural guide on the Use of Tugs in Firefighting represents a pivotal moment for maritime safety and emergency preparedness. This guide not only addresses the unique challenges posed by alternatively fuelled vessels but also sets a new standard for industry practices.
“We are proud to offer this comprehensive resource to tug operators, ensuring they are equipped with the knowledge and protocols necessary to protect lives, property, and the environment in the face of maritime emergencies.”
Ruud Plomp, owner and founder of Artemas Academy, a cooperative of safety experts, commented: “Ship fires have historically led to significant loss of life and environmental damage. This guide provides essential advice on deploying tugs for firefighting, emphasizing the importance of crew expertise and proper equipment maintenance. I commend the BTA and its members and consulted experts for the production of such a helpful document.”
13. Seafarers’ happiness
The Mission to Seafarers’ latest edition of its quarterly Seafarers Happiness Index has revealed a steadying in seafarer satisfaction, marking a small rise as the survey enters its 10th year.
The Q1 report shows an overall rise in seafarer happiness to 6.98 out of 10, up from 6.91 in Q4 2024. Despite positives, some key concerns were raised in the survey such as the increasing pressures faced by crew aboard older vessels, where mounting maintenance demands are straining already limited resources and impacting morale.
The Seafarers Happiness Index (SHI) is a quarterly survey run by The Mission to Seafarers, in collaboration with Idwal and NorthStandard, and supported by Inmarsat. Now in its 10th year, the Index continues to offer essential insight into the lived experiences of seafarers, shining a light on the areas most in need of improvement. The latest findings reaffirm the constant need to place seafarer wellbeing at the heart of efforts to build a sustainable and resilient maritime workforce.
The latest survey identifies safe manning as the most critical concern for seafarers. Respondents described how diminishing crew sizes combined with aging vessel infrastructure create an unsustainable equation. Many reported having to implement triage systems for maintenance tasks, addressing only the most urgent repairs whilst routine upkeep falls behind. This pattern creates cascading technical challenges that seafarers described as ‘overwhelming’ and ‘demoralising’, affecting both operational safety and personal wellbeing.
Training also emerged as a concern in Q1. While many seafarers acknowledged access to some development opportunities, others expressed a desire for training that feels more grounded in reality. There is a clear call within the latest edition of the Index for more consistent, practical, and scenario-based instruction that builds real confidence, not just theoretical knowledge, especially in high-stress or emergency situations. For many, the gap between training and lived experience directly affects their sense of safety and preparedness at sea.
The impact of workload and stress continues to be one of the most significant personal stressors reported. Seafarers pointed to long hours, especially during port operations, and described how excessive administrative burdens and constant pressure from shoreside management are negatively effecting morale. Several respondents voiced a growing frustration that operational efficiency is often prioritised over human wellbeing, leaving little room for rest or recovery.
Shore leave limitations continue to be a deeply felt frustration. Many seafarers highlighted how restrictive policies and poor infrastructure prevent them from stepping ashore. Even when shore leave is technically permitted, lack of transportation or time pressures often make it impractical. The inability to decompress off-ship and experience local environments adds to feelings of confinement and mental fatigue.
Finally, the emotional toll of prolonged contracts and limited connectivity only deepen the sense of disconnection from loved ones. Seafarers reported heightened levels of homesickness and emotional strain, with many calling for better communication options and more balanced rotation schedules.
Despite these pressure points, many seafarers continue to find fulfilment in their work. Strong teamwork and camaraderie were frequently mentioned as key to a positive onboard atmosphere. Many seafarers also enjoy the technical aspects of their roles, while the ability to support their families financially is a major motivator.
Ben Bailey, Director of Programme, The Mission to Seafarers, said: “Addressing challenges like ageing vessels, inadequate training, and restricted shore leave is not just a matter of welfare – it’s essential for operational performance and future-proofing the sector. When seafarers are overburdened with the constant demands of maintaining ageing ships, often with limited support with antiquated tools, their morale and wellbeing clearly suffer, as does the safety and efficiency of operations on board.
“These issues are clearly interlinked. Neglecting seafarers compromises the reliability of global maritime trade. If we want a resilient and sustainable industry, we must act decisively, by investing in vessel upkeep, prioritising targeted, hands-on training, and ensuring crews have access to rest, support, and meaningful connections ashore and at home. As the Seafarers Happiness Index marks its 10th year, these latest findings are a powerful reminder that the human element remains the foundation of maritime success. The health of our workforce cannot be an afterthought.”
Thom Herbert, Idwal Key Account Manager and Crew Welfare Advocate, Idwal, commented: “The Q1 2025 results of the Seafarers Happiness Index reinforce what we regularly encounter during vessel inspections: that the lived experience of seafarers is shaped not only by structural conditions, but also by how well crew welfare is prioritised day to day. While there are signs of progress in some areas, too many seafarers still face barriers to shore leave, rest, and mental health support. These are not just wellbeing issues, they are operational ones, too.
“At Idwal, we continue to see how vessel condition, crewing culture, and management practices intersect. A healthy, supported crew is essential to a well-performing ship. That’s why we support the Seafarers Happiness Index; it offers a critical voice from sea to shore, helping the industry align policy with the people who make global trade possible.”
Yves Vandenborn, Head of Loss Prevention Asia-Pacific, NorthStandard, added: “First of all, congratulations to Seafarers Happiness Index for marking its 10th anniversary in 2025. This meaningful survey has given so many seafarers the opportunity to highlight what is good in their working environment and what can be improved. It is good to see that the SHI results for Q1 2025 have slightly improved to 6.98 from 6.91 in the previous quarter. While it is positive to see strong teamwork, pride in the profession, and some improvements in connectivity, there continue to be key challenges that shouldn’t be ignored.
“Persistent overwork, stagnant wages, and patchy welfare support continue to have a negative impact on morale. Social interaction – whether via shore leave, Wi-Fi, or onboard activities – remains vital, but we must better educate crews about the downsides: digital fatigue, security risks, and even onboard socialising need careful management to avoid conflicts. If these persistent systemic issues remain unaddressed, seafarer wellbeing runs the risk of declining further. However, the industry has made progress in some areas and many still find pride and purpose in their careers.”
To read the full Seafarers Happiness Index report for Q1 2025, click here.
Notices and Miscellany
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And finally,
With thanks to Paul Dixon
A little boy returned home from school and told his father that he had failed the maths test.
His father asked him, “Why did you fail?”
The boy replied, “The teacher asked me ‘How much is 3 x 2?’ and I said ‘3 x 2 is 6’.”
“Well, that’s right” said his father.
The little boy continued, “Then she asked me ‘How much is 2 x 3?”
“What the hell is the difference?” asked the father.
The son replied, “That’s exactly what I said to my teacher and that’s why I failed the maths test.
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Maritime Advocate Online is a fortnightly digest of news and views on the maritime industries, with particular reference to legal issues and dispute resolution. It is published to over 20,000 individual subscribers each edition and republished within firms and organisations all over the maritime world. It is the largest publication of its kind. We estimate it goes to around 60,000 readers in over 120 countries.
