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IN THIS ISSUE
1. Dozing to disaster
2. Charterers’ rights
3. Vehicle fires
4. Tanker charterparty
5. Kenya legal framework
6. Equality work
7. Operation platform
8. Waterborne strategies
9. Grounding incident
10. Blue Visby solution
11. Ship greening
12. Nuclear approach
13. Bareboat charterparties
14. US decision
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Dozing to disaster
By Michael Grey
As a story in the general press, it all seemed a bit of a laugh. The deep-sleeping Norwegian in his pretty cabin on the Trondheim Fjord, oblivious to a “huge” ship running ashore a few feet from his bedroom. He required an urgent call from his neighbour to alert him to the fact that the 886teu feeder containership NCL Salten had come to call and was probably going to stay for a while. It produced some excellent photographs to brighten up the weekend. Nobody was hurt and there was no pollution.
You might suggest it was almost a “good news” story. Except that it really is not funny, as this sort of accident is happening far too often and while this one resulted in a lot of bent steel and the second mate being arrested by the police and confessed to nodding off at a crucial navigational juncture, others have far worse consequences. You have to wonder, how many hurrying feeder ships in the frantic European distribution network there are, being driven, in dawn’s early light, with a tired officer of the watch fighting off sleep. Each, impressed by the need to maintain the schedule, but some just unable to remain alert, saved by the fact that at the crucial moment, there was no traffic, shoal or an alter-course position coming up.
We had a horrible reminder of this a couple of months ago off the mouth of the Humber with the Solong crashing into the anchored Stena Immaculate to wreck both and kill one of the containership’s seafarers. But you do not have to probe the records for long to find plenty of other groundings and collisions where a lone watchkeeper, exhausted, distracted or asleep, has failed to keep the ship safe. There has been no shortage of clever ideas to keep watchkeepers awake and alert; from movement alarms to marine versions of the “dead-man’s handle,” but people annoyed or bored by the inhumanity of a device that treats a sentient human like a battery chicken, just turn them off. And there is no getting away from the fact that the odds are stacked against tired people preventing their minds wandering, or just surrendering to the circumstances.
A warm wheelhouse, all sealed against the outside environment to protect the fragile electronics against the sea air. The comforting hum of the machinery, the hypnotic scan of the radars, the thrum of the diesel and the rocking of the sea. Good grief; if you are a person who suffers from sleeplessness, this is the perfect recipe for sending you off. And above all, the design of the modern bridge, where the brief seems to have been to make a watchkeeper’s life less of a challenge, requiring less skill and, just like life ashore, fixated by screens. Crammed with consoles and instruments, with insufficient space to pace up and down, dominated by that “posture-perfect” chair, situated just where a sensible person might wish to stand and examine the bearing of a light or judge a collision risk. To people of a certain vintage, who kept watch entirely on their feet, and knew that to sit down in the pilot chair or chart-room settee was to risk the sack, the presence of such chairs in the modern wheelhouse is an anachronism.
How can any watchkeeper stay awake if they sit on that? But then, we are told by sincere and well-meaning operational managers – people today just will not tolerate having to stand for their watch. And to do them justice, a six-hour watch, with a sleep pattern interrupted by port calls ad infinitum, with accommodation that is probably vibrating and noisy, is not what would be recommended for either a long life or a satisfying career. Watchkeeping masters, not enough support on board, ferocious and unforgiving schedules all combine, we are told, to many people being almost zombies by the time their tour ends. But can anything be done other than more fancy instruments and equipment to make the lives of these hard-pressed people less intense? Probably not in a hurry, with Trump-induced congestion all around Europe and the feeders going like the clappers to shift the logistic logjam, while the long-haul tonnage waits at anchorages for a berth. Just make sure the logbook records your rest periods, not counting those in the wheelhouse chair.
Mission statement
A little card arrives in the post from the Mission to Seafarers summarising what this estimable organisation did in 2024 in over 200 ports across 50 countries, 365 days a year. 48,686 ship visits, encountering 340,802 seafarers. 5,278 SIM cards provided. Transport services provided for 154,436 seafarers.148,243 visits to the seafarers’ centres. 2 metric tonnes of knitting distributed. 11,300 shopping trips for seafarers with an estimated value of goods bought of US$917,200 and 879 port-based justice, welfare and medical cases. And on the reverse – a summary of support for seafarers and their families in such places as the Philippines, Myanmar and India, with education, networking events and justice and welfare support. As a concise and very effective explanation of the MtS activities, it makes you breathless just to read it
Michael Grey is former editor of Lloyd’s List
2. Charterers’ rights
In April the UK Supreme Court handed down judgment in the case of the MSC FLAMINIA. This is only the third time in 20 years that a court has considered an attempt by charterers to limit their liability to owners under the Convention on Limitation of Liability for Maritime Claims (LLMC). Gard has written an opinion piece on the judgment, by Oliver Goossens looking at whether a charterer may set up a limitation fund against an owner under the LLMC and whether any of owners’ claims are subject to the limitations contained at article 2.1 LLMC
The containership MSC FLAMINIA was on its way from South Carolina to Antwerp in July 2012, when mid-Atlantic, an explosion on board led to a severe fire. Three crew members lost their lives and hundreds of containers were destroyed. The explosion was caused by the auto-polymerisation of a chemical called DVB which was stored in some of the containers.
The owners of the vessel, Conti, brought proceedings against their charterers, MSC. The owners’ claims consisted of various salvage and casualty expenses and the hire which the charterers had deducted for the entire period during which the ship was out of service under the time charter. The time charter claims were arbitrated, and the charterers were found to be in breach of their Hague-Visby and other contractual obligations regarding dangerous cargo and the owners were awarded damages of approximately USD 200 million.
The charterers sought to limit their liability under the LLMC to the applicable tonnage limitation figure of the vessel. If they were successful, the charterers would be able to limit their liability to around GBP 28 million (about USD 35 million at the time). For more details see the Gard website.
3. Vehicle fires
The International Chamber of Shipping and the Vehicle Carrier Safety Forum (VCSF) recognise that responding to vehicle fires onboard PCCs, PCTCs, Ro-Ro and Ro-Pax vessels is both dangerous and challenging. Recently produced guidelines entitled ‘Fire Response – High Level Guidelines’ have been designed to reduce the risk to the safety of crews, passengers, the environment and the vessel. The aim is to assist vessel operators and crews to be better prepared to meet the challenges presented by vehicle fires.
The guidelines cover the response measures in vehicle carriers at a high level and provide a framework for vessel operators to use to inform their own more detailed procedures.
They recognise that fire response is limited by vessel design, current crew training regimes and equipment available onboard. They do not include use of emerging technical solutions.
4. Tanker charterparty
BIMCO and the Association of Ship Brokers & Agents (USA) Inc. (ASBA) have recently published the much-anticipated ASBATANKVOY 2025 together with the accompanying ASBATANKBILL 2025. This is the first major overhaul of the well-recognised tanker charterparty form since its inception in 1977. This update is set to assist the market involved in tanker trade, reflecting nearly five decades of industry evolution.
ASBATANKVOY 2025 is the product of an extensive collaboration involving shipowners, charterers, brokers, P&I Clubs, legal experts, and other key industry players.
The goal is to modernise the form while preserving its well-known balance and fairness. Stephen Harper, Head of Legal – Shipping at BW Group and BIMCO Co-chair of the subcommittee, emphasised the significance of this update: “The 2025 edition brings the form up to date with modern tanker trade. Throughout the process of updating the form, the joint BIMCO/ASBA subcommittee has worked closely with a wide representation of the tanker industry, including COSCO and Chevron. The result is the product of consultations with many stakeholders who have advised the subcommittee on what the industry needs”.
The new ASBATANKVOY 2025 includes new provisions that address the latest operational advancements, legal and regulatory changes, communication practices, and environmental considerations. Notably, the arbitration provision now features four named venues: New York, London, Singapore, and Hong Kong, with New York as the default.
Søren Wolmar, Senior Partner at Quincannon Associates and ASBA Co-chair of the subcommittee, highlighted the form’s enduring legacy: “Since its introduction in 1977, the ASBATANKVOY charter party has been recognised for carefully balancing the interests of owners and charterers. With ASBATANKVOY 2025, our subcommittee has succeeded in maintaining this balance while modernising the form”.
This update is expected to assist the industry by reducing the need for extensive additional rider clauses and enhancing legal certainty. BIMCO and ASBA extend their heartfelt thanks to all stakeholders who contributed to this landmark revision.
Read more and access the updated ASBATANKVOY
5. Kenya legal framework
Kenya is taking steps to strengthen its legal framework in line with key international instruments on maritime security, with technical support from IMO.
A legal review workshop was delivered in Mombasa (12 -16 May), focusing on the legislative drafting process for the domestication of measures in the International Convention on Safety of Life at Sea (SOLAS Chapter XI-2), which includes the International Ship and Port Facility Security (ISPS) Code. This includes provisions related to control and compliance measures.
Seventeen participants representing a cross-section of national maritime agencies engaged in discussions on the obligations of flag, port, and coastal States under the ISPS Code. The workshop also covered IMO’s guidance for the development of national maritime security legislation (MSC.1/Circ.1525).
“Kenya has made significant strides in enhancing maritime security by establishing a robust maritime security governance framework, with invaluable support from the IMO. This progress has strengthened national coordination, improved response capabilities, and positioned Kenya as a key leader in promoting maritime safety and security in the region,” said Maj. (Rtd) George Okong’o, Head of Marine Casualty Investigations and Security, speaking on behalf of the Principal Secretary at the State Department for Shipping and Maritime within the Ministry of Mining, Blue Economy and Maritime Affairs.
A strong legal framework aligned with IMO instruments (such as SOLAS Chapter XI-2 and the ISPS Code) provides the necessary legal basis for the development and implementation of Kenya’s National Maritime Security Strategy.
“We are confident that by working together, we can build a solid legal and institutional foundation to support long-term improvements in maritime safety and security. In this regard, IMO is pleased to support the Government of Kenya in the development of its National Maritime Security Strategy – a vital initiative that is set to commence shortly,” said IMO’s Kiruja Micheni.
This workshop is a follow up to the first legal workshop held on 31 October – 3 November 2023 and is part of the EU-funded project on Port Security and Safety of Navigation in Eastern and Southern Africa and the Indian Ocean (“Port Secuirty Project“). Through the project, IMO supports nine participating countries, Kenya included, in advancing maritime security and safety in line with the aspirations of the 2050 Africa’s Integrated Maritime Strategy.
6. Equality work
Maritime entrepreneur Karin Orsel has been recognised for her work to advance gender equality and empower women in the industry. She received her award during a special ceremony at IMO headquarters in London.
The Netherlands shipowner was presented with the International Maritime Organization’s Gender Equality Award by Secretary-General Arsenio Dominguez on 16 May.
The winner of the award is selected each year by a high-level panel and endorsed by the IMO Council, in recognition of their outstanding contributions to advancing gender equality in the maritime sector.
Receiving her award ahead of the International Day for Women in Maritime (18 May), Orsel called for stronger support networks for women, especially those just entering the industry:
“I am passionate about people in this industry and about mentorship and trying to pass it forward. I really hope that every one of you will do the same and think about how was it to be starting in this industry, who supported you and what you can do for someone else.”
Orsel began her career in shipping at just 18, and by 23 she had co-founded MF Shipping Group. The group began with six vessels and now counts over 55, employing more than 1,000 crew and 80 office staff.
As CEO for over 20 years, she has focused on building a more inclusive workplace, by recruiting diverse talent, mentoring new entrants and backing initiatives to broaden women’s access to the sector.
While women have remained a minority in the industry, Orsel highlighted new potential opportunities to come with the drive to decarbonize shipping. IMO’s commitment to reach net-zero emissions by 2050 is expected to trigger a shift to innovative technologies and new alternative fuels which will require re-training and reforming the maritime workforce.
“The energy transition will give us the opportunity because we need new skill sets in our industry and who will fill that better than the people in this audience,” she told a packed auditorium at IMO headquarters.
Secretary-General Arsenio Dominguez applauded her as a role model for women and young people in the industry:
“[Karin Orsel] is changing the face of the maritime sector, one ship and one person at a time. Throughout her 30-year career, she has not only broken many glass ceilings, she has then enthusiastically opened the door for others to follow in her footsteps.”
Orsel currently serves as President of the European Community Shipowners’ Association (ECSA) and Chair of the International Seafarers’ Welfare and Assistance Network (ISWAN), and on the boards of several major industry bodies, including the International Chamber of Shipping, INTERTANKO, and the Royal Association of Netherlands Shipowners. She was formerly President of the Women’s International Shipping & Trading Association (WISTA International) and its Netherlands chapter.
7. Operation platform
“K” LINE has introduced the operation management platform Veson IMOS Platform (IMOS, provided by Veson Nautical) as part of its digital transformation (DX).
IMOS is an integrated platform that optimizes operation management tasks such as charter contracts, cargo contracts, fuel, and accounting. It is equipped with advanced functionalities that support data utilization and decision-making, helping to optimize operational efficiency by making use of operational data.
“K” LINE has previously been using multiple systems dedicated to specific tasks, such as charter contracts and accounting, but IMOS has now been introduced with the goal of unifying and standardizing work processes. In addition to simply replacing previous systems, the introduction of IMOS will foster the ability to quickly adapt to changes in the business environment, while at the same time allowing “K” LINE to overcome legacy corporate culture and to offer customers more value.
“K” LINE’s Medium-Term Management Plan frames DX as a business foundation that is of key importance to the company’s management strategy, along with safety, vessel quality control, and environmental and technological sophistication. Centering on “K” LINE’s Group-wide DX promotion, the aim is to build a solid business foundation and achieve a sustainable improvement in corporate value by utilizing data and digital technology to address issues related to safety and quality improvements while cutting CO2 emissions.
8. Waterborne strategies
The European Union is embarking on a strategic transformation of its waterborne sector through the forthcoming EU Industrial Waterborne Strategy and EU Port Strategy, reaffirming its commitment to climate neutrality, industrial resilience, and technological leadership.
The waterborne sector—spanning maritime and inland navigation—is a cornerstone of Europe’s economy and sustainability goals. It brings together a diverse ecosystem of shipowners, ports, infrastructure and service providers, shipbuilders, classification societies, equipment manufacturers, research institutions, and more. The sector has come together to give an in-depth contribution on the forthcoming strategies as their consultations open.
The EU Industrial Waterborne Strategy and EU Port Strategy are designed to accelerate the green and digital transition of the entire waterborne value chain and set a roadmap for innovation, investment, and resilience. As input to these strategies, a number of key areas have been highlighted, with calls for the following policy actions:
1. Fostering innovation from early research to market deployment across the full value chain;
2. Creating a pro-innovation regulatory framework that ensures legal certainty and unlocks private and public investment;
3. Establishing a stable, accessible funding system tailored especially to the needs of SMEs.
9. Grounding incident
A pilot of a towing vessel on the Mississippi River left the helm unattended for several minutes, leading to a grounding near Thebes, Illinois, the National Transportation Safety Board said recently.
While the towing vessel City of Louisville was upbound on the Mississippi River pushing 11 barges on July 29, 2023, it ran aground in a charted shallow and rocky area. The grounding caused fractures to the vessel’s bottom plating underneath the engine room, leading to water flooding into the engine room, machinery, and aft accommodation spaces. An estimated 30 gallons of gear oil were released into the river. No injuries were reported. Damage to the vessel was estimated at $2 million.
The pilot was alone on watch in the wheelhouse when the grounding occurred. The pilot told investigators that he had left the helm and went to the port side of the wheelhouse. He estimated he was away for about five minutes.
“Leaving the helm unattended is contrary to prudent navigation practices when operating on rivers,” the report said. “The Mississippi River, in particular, has frequent turns, and the potential for strong currents and heavy traffic. Due to these factors, inattention to a vessel’s path, even for a brief time, can result in encountering other vessels and hazards such as shallow areas or structures on the banks nearby.”
During the time the pilot said he was away from the helm, he missed a course change to starboard along the recommended route. The pilot said that, before he left the helm, he checked the swing meter, fathometer, and the electronic chart system, or ECS, which would have displayed the upcoming change in course. The pilot also did not realize the tow had begun to progress closer to the right descending bank while he was away from the helm. According to investigators, this should have been apparent from his reported position on the port side of the wheelhouse.
The City of Louisville was fitted with a pilothouse alerter system, which was designed to sound first in the wheelhouse and then in other vessel spaces to alert other crewmembers that the operator was not responding. Investigators found that the power supply to the alerter system was missing, but they could not determine when it had been disconnected. Investigators were also not able to determine the interval that the alarm was set for.
“A pilothouse alerter, when used as intended, is an effective tool that can help ensure a towing vessel operator remains awake and vigilant while on duty (and notify another crewmember if the pilothouse alarm is not acknowledged),” the report said. “Established procedures for the operation and use of the system should be outlined in the company safety management system and should include the time interval for reset of the alerter system, which should be set based on the vessel’s navigational risk and proximity to navigational hazards (including traffic), as well as measures to ensure the system cannot be unintentionally reset.”
Marine Investigation Report 25-19 is available online.
To report an incident/accident or if you are a public safety agency, please call 1-844-373-9922 or 202-314-6290 to speak to a Watch Officer at the NTSB Response Operations Center (ROC) in Washington, DC (24/7).
10. Blue Visby solution
Bureau Veritas Marine & Offshore (BV) has confirmed the validity of the emissions reduction methodology of the Blue Visby Solution, a multilateral platform developed by the Blue Visby Consortium, which aims to cut emissions from shipping by around 15% through coordinated, sector-wide behavioral change.
The Blue Visby Solution tackles one of the industry’s most persistent carbon inefficiencies – the practice of “sail fast then wait,” – where ships rush to port only to spend hours or days idling at anchorage. Instead, participating vessels receive optimized arrival times calculated by the Blue Visby Solution algorithm, enabling them to slow steam, reduce fuel consumption, and minimize congestion. This approach does not rely on new fuels or hardware, but rather on a systemic optimization of the ocean passage, contractual refinements and a methodology for sharing the financial consequences, making it an actionable decarbonization strategy that is available today.
In support of the development of the Blue Visby Solution, BV has conducted an independent technical review of the Blue Visby methodology used to estimate its effect on fuel and emissions. This involved assessing the robustness of the approach used to quantify savings by comparing actual voyage data – including AIS-derived routes and speed profiles – with optimized scenarios generated by the Blue Visby Solution algorithm.
In addition, BV assessed the practicability of the methodology in relation to data acquisition and reliability, the completeness of the methodology by reference to all significant factors and also the neutrality of outcome, by reference to the financial interests of the parties concerned.
BV also evaluated the reliability of the digital twin simulations underpinning Blue Visby’s modelling framework. The assessment confirmed that the simulations accurately reflect real-world voyage behaviors and optimization effects, supporting the credibility of projected emission avoidance. Through this work, BV is helping ensure the solution is technically sound and verifiable for regulators, shipowners, charterers, and other industry stakeholders.
As part of the ongoing work, the Blue Visby Solution team and BV will continue to analyze simulation results, validate assumptions, and jointly consolidate findings based on a representative sample of anonymized voyages, employing arrival time optimization as a practical and impactful decarbonization strategy. This process aims to provide the industry with transparent, verifiable data supporting the system’s impact.
By validating the methodology and confirming the robustness of the simulations, BV is helping pave the way for innovative digital practices to be integrated into mainstream compliance and emissions reporting.
As the shipping industry enters a new regulatory era – with the EU ETS expanding and IMO regulations tightening – the Blue Visby Solution represents a pragmatic and forward-looking tool. By reducing fuel use and emissions through better timing, the platform helps shipowners and charterers align commercial performance with environmental responsibility.
Matthieu de Tugny, President of Bureau Veritas Marine & Offshore, said: “The Blue Visby Solution combines technology with long-established maritime traditions of cost-sharing, collaboration and mutuality. The collaboration illustrates how industry-wide coordination can unlock efficiencies that benefit all stakeholders. We are proud to contribute our expertise to initiatives that make the decarbonization of shipping both credible and achievable.”
Haris Zografakis, Blue Visby Consortium co-ordinator, said: “Key to the Blue Visby Solution is its neutrality and the integrity in estimating avoided emissions. The technical evaluation and validation from Bureau Veritas is a testament to the hard work and dedication of the teams at Bureau Veritas and Blue Visby and the support of the Blue Visby Consortium.”
11. Ship greening
Safety for Sea reports that Estonia has launched a €25 million government grant designed to encourage the reconstruction and greening of passenger and cargo ships, tugboats and other port and auxiliary vessels in its ports.
“As stricter environmental regulations loom, the need for ships capable of operating with hydrogen and electric propulsion systems, carbon capture technologies and advanced software solutions is set to grow. Estonia has been preparing to meet this demand through the Estonian Marine Greentech & Retrofit Hub. With this €25 million grant, enacted by Estonia’s Minister of Infrastructure, Kuldar Leis, provides shipowners and operators with subsidies covering 15% to 30% of eligible retrofit costs, up to a maximum of €5 million per project.
“For instance, in order to qualify for a 30% support rate, the vessel must be converted into a zero-emission ship. Additionally, factors such as the ship’s flag state and how frequently it visits local ports also influence the rate of support.” For details see the Safety for Sea newsletter.
12. Nuclear approach
Skuld recently participated in the Green Shipping Program (GSP) pilot study “Every stone must be turned. Nuclear power cannot be excluded.” The industry collaboration has been led by OSM Thome and supported by GSP partners.
The future need for carbon-neutral fuels will be enormous if the IMO’s goal of net-zero emissions from shipping by 2050 is to be achieved. Vast amounts of renewable energy will be required to produce carbon-neutral fuels for ships, and no options can be excluded. All possibilities for carbon-neutral ship propulsion in the next decades must be considered.
“There has been substantial interest in participating in GSP’s nuclear power pilot, and it is clear that there is significant interest in the Norwegian maritime community regarding nuclear power. The pilot is aimed to address all the important questions that need to be clarified, and for DNV, it has been both the right approach and educational in terms of contributing to the construction and operation of a future nuclear-powered ship in a safe and secure manner” – Eirik Ovrum, Principal Consultant, DNV
“In the pilot, the aspect of insurance has been particularly interesting to learn more about, including the challenges, possible solutions, and seeing that the Norwegian marine insurance industry is an active and inquisitive party that wants to contribute to the success of the maritime industry’s green ambitions.” – Torbjørn Lie, Pilot project leader and Business Development Manager, OSM Thome.
Nuclear risks, and thereby also the use of nuclear fuel, are excluded in marine insurance policies and for this to change, international agreements and conventions need to be developed. In addition to such developments, the insurance industry will independently have to consider whether such risks are something they are prepared to cover, and mapping the risks will be an important step in this process.
As a contributing partner to the pilot, Skuld has been shedding light on the International Group structure and how this influences the potential of nuclear fuel. The pooling agreement and the common purchase of reinsurance will affect the development of the rules for the International Group.
International conventions must be developed and ratified for nuclear power to become a viable insurable option. The 1962 Brussels Convention is a potential starting point and was intended to be applicable to nuclear-powered merchant vessels. However, the convention was never ratified, and it was also written during the height of the Cold War, with no Chernobyl and Fukushima events to influence the perception of nuclear options. The definition of nuclear risk would need an update to include environmental risks, which were never mentioned in the convention.
“Nuclear is an interesting zero-emission option that can meet IMO ambitions for 2050, support energy demand, and be a viable technological possibility. As insurance excludes nuclear fuels and lacks international conventions to change this, we welcome insight and a new debate on the topic. The pilot project allows us to get a basic insight into the risks associated with nuclear fuel. We have to mature as an industry to allow the industry to discuss nuclear as one of the many options for reducing missions” says Matias Bøe Olsen, Decarbonisation and Transition risk lead, Skuld
If we hypothetically assume that nuclear vessels have access to P&I cover, then cover for nuclear risks would impact almost all risks covered by P&I, such as people claims, pollution, wreck removal and cargo. This would likely be seen as an increase in risk from an underwriting perspective and would affect the premium. Any inclusion of nuclear risk would also have to be approved by the reinsurers as their exposure would increase, and such incidents could easily exceed the Pool retention of the Group cover.
For more information or questions about this pilot study or Skuld’s decarbonisation efforts, please contact Matias Bøe Olsen or Martin Øhre, Skuld’s Decarbonisation Competence Hub (DCH).
13. Bareboat charterparties
A Nordisk circular in May written by Egil André Berglund and Ray Luukas considered ‘Breach of Maintenance and Redelivery Obligations in Bareboat Charterparties’.
Even allowing for fair wear and tear, a vessel under a bareboat charter must still be fit for purpose at redelivery. So when does worn machinery cross the line from acceptable use to breach of charter?
The aim of the article is to analyse some of the complex legal and technical obligations of bareboat charterers concerning vessel maintenance and redelivery, with a focus on how these obligations are interpreted in practice. By examining some of the leading cases on these issues, the authors have attempted to provide industry stakeholders with some guidance on redelivery standards, the application of “good commercial maintenance practice, and how disputes in this area are typically resolved. For more details see https://nordisk.no.
14. US decision
The decision of the US Court of International Trade to deem Trump’s sweeping tariffs as unlawful is good news for shippers – but it could signal the beginning of the next era of confusion in global supply chains says analyst Xeneta.
According to Emily Stausbøll, Xeneta Senior Shipping Analyst: “The court decision to deem the sweeping tariffs unlawful is clearly positive news for shippers who have faced extraordinary increases in the cost of importing goods into the US, but this should come with a warning that the story is far from over. Even if the appeal fails, Trump will not throw in the towel and he has other levers to pull to achieve the same outcome as the sweeping tariffs.
“We only have to look at the US Government proposal to introduce port fees on China-affiliated ships and the SHIPS for America Act to understand the range of options at Trump’s disposal in the ongoing trade wars.
“When Trump does pull these levers, we could enter a new era of confusion in supply chains because the situation will become more complex for shippers to navigate. They could be hit with a raft of surcharges and levies, whether that is port fees or a new tariff regime imposed on a product-by-product basis.”
Immediate response from shippers:
“Businesses will react in different ways depending on their supply chain needs and the goods they are shipping. We have already seen a rush to import goods into the US from China following the lowering of tariffs on 14 May, so the decision by the US Court of International Trade will add further fuel to this demand.”
“Shippers who utilized bonded warehouses in the US are in the advantageous position of being able to wait for the green light that ‘Liberation Day’ tariffs are no longer in place before immediately releasing those goods.”
“The cargo rush following the lowering of US-China tariffs combined with fear and uncertainty in the industry is putting upward pressure on spot rates.
“Average spot rates from the Far East to US West Coast have increased 17% since 14 May to stand at USD 3040 per FEU (40ft container). Into the US East Coast, average spot rates increased 11% to stand at USD 4095 per FEU.
“Market mid-high spot rates now stand at USD 3200 per FEU into the US West Coast (+22% since 14 May) and USD 4250 per FEU into the US East Coast (+15% since 14 May). The market mid-high are the rates generally being paid by those shippers who reacted quickest to the lowering of tariffs and are willing to pay more to get goods moving.
“Ongoing frontloading of imports will see big increases in spot rates on 1 June. Average spot rates will rise at least 18% from the Far East to US West Coast and 14% into the US East Coast. Data is being received from shippers paying far higher rates than this, so the market has the potential to increase even more dramatically in early June.”
Notices & Miscellany
ABTO conference
Bulk Terminals Marseille is due to take place from 29 to 30 October, organised by the Association of Bulk Terminal Operators. The primary focus of the annual ABTO Bulk Terminals conference will always be to address the concerns of terminal operators.
A full programme at Marseille will offer practical solutions, with sessions covering • Bulk markets • Streamlining operations and increasing profitability • Improving safety • Ensuring environmental compliance • Countering threats to online security
Keep in touch with programme developments on the EVENTS page on ABTO’s website. To contribute to Marseille’s developing programme – including sponsors with a positive message – send a message to events@bulkterminals.org or call +33 (0)321 47 72 19.
Maritime week Africa
Maritime Week Africa is returning to Cape Town in January 2026. Back in South Africa by popular demand, after a hugely successful MWAF25 in Mauritius, MWAF26 will take place at the Radisson Collection Hotel, Waterfront in Cape Town. The conference programme will focus on traditional fuels as well as new and emerging fuels and technologies, and regulations. It will also examine key developments in bunker markets throughout Africa.
Those interested in contributing to the programme as a speaker or panellist should email Llewellyn Bankes-Hughes at LBH@ship.energy. MWAF26 will include a selection of shipping, bunkering and alternative fuels training courses, a waterborne tour of Cape Town Harbour, some spectacular networking opportunities and much more. To get involved, email info@ship.energy.
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)
WHY DOGS CAN’T USE COMPUTERS
#10. He’s distracted by cats chasing his mouse.
# 9. SIT and STAY were hard enough; CUT and PASTE are out of the question.
# 8. Saliva-coated floppy disks refuse to work.
# 7. Three words: carpal paw syndrome.
# 6. Involuntary tail wagging is a dead give-away that he’s browsing www.friskies.com instead of working.
# 5. The fire hydrant icon is simply too frustrating.
# 4. He can’t help attacking the screen when he hears “You’ve Got Mail”.
# 3. It’s too messy to “mark” every Web site he visits.
# 2. The FETCH command isn’t available on all platforms.
# 1. He can’t stick his head out of Windows 10.
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