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IN THIS ISSUE
1. Too clever by half
2. Risk intelligence
3. Panama disruption charge
4. Methanol guidelines
5. Bridge resource management
6. Super storage
7. Ocean Project
8. Fuel training
9. Hydrogen power
10. Nuclear development
11. World Maritime Day
12. Remote pilotage
13. Container stowage
14. Tariff threat
15. Written contracts
Notices & Miscellany
Readersโ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Too clever by half
By Michael Grey
It was exciting news, demonstrating that the dear old shipping industry was up there with the white heat of technology burning bright. This was the mid-1970s, with the space race attracting all sorts of attention, while we were building 30 knot 2000teu containerships and wondering what to do with quarter-million dwt tankers that suddenly became redundant. So when a Japanese team announced that it proposed to send a bulk carrier across the Pacific Ocean with nobody aboard it at all, there were some positive headlines at last.
The scheme, which was largely stimulated by the extreme reluctance of young Japanese to seek a career at sea rather than as a โsalarymanโ, appeared ambitious. The idea, illustrated by an imaginative artist, showed a โmotherโ ship in the centre of a fleet of robot vessels (autonomy as a description had yet to be invented). The only necessary manpower would be aboard Mother, which represented a tremendous saving on sailors. It certainly caught the public imagination, and in the event, it proved a practical proposition although rather less spectacularly, as a single voyage, of a single robot vessel, accompanied by the escorting vessel a few miles astern, was eventually accomplished. And then; silence.
This, we were given to understand, was because the technology which enabled this startling voyage was made instantly redundant by a neat bit of domestic legislation and a few strokes on a Parliamentary pen, which facilitated the employment of foreign crew members on Japanese ships. So, the robots were replaced with flesh and blood people, who were only too happy to seek employment afloat. And pursuing this theme further, as the possibilities of foc operations registered more widely, it became possible to register beneficially owned Japanese ships in helpful places like Panama, precluding the need for any rare and more expensive officers on board. And by then, the shipping world and his wife had cottoned to the wheeze, with the brown envelopes dropping on the doorsteps of seafarers in the traditional maritime nations where, given the chance, they might have wished to remain at sea.
These historical musings came to mind reading about the progress artificial intelligence is apparently making in navigation and ship systems in general. At least one supposes this is AI, which seems to be given credit for an awful lot, these days. Was not the old โIron Mikeโ which replaced the tedious job of steering by hand, artificial intelligence? It is not an entirely stupid question. We are told that it is possible to send large ships on oceanic voyages with autonomous systems so integrated that not only are they safe from traffic, shoals and all the hazards of the briny, that they can operate with an optimum fuel consumption to arrive precisely when they are needed off the pilot grounds. Cameras, radars and other AI assisted devices, it is suggested make the human watchkeepers unnecessary, enabling them to get on with other more mundane tasks aboard.
Nobody says this in public, but one might assume that this could be a step in the road to completely autonomous operation, with a riding crew swinging aboard by chopper as the ship heaves over the horizon. It might even be some justification for all those expensive man-hours on IMO committees, considering the implications of maritime autonomy. One does not wish to be too negative about all this exciting development, but as a natural pessimist, it is not difficult to conjure up plenty of โwhat if?โ scenarios. Just today there was a chilling paper on the vulnerability of the shipping industry to hacking, cyber attacks and all forms of electronic interference, which to some of us deserves rather more attention than clever gear to ensure you arrive on schedule. Thatโs what we navigators did in the old days and we only had our sextants.
Then there is the old truism about the reliability of machinery afloat, in a nasty, hostile environment and the need to spend a great deal in stopping the build-up of corrosion and grease. Stuff happens when it is least expected and any marine engineer will confirm that breakdowns occur more regularly than some think, regardless of the sophistication of the installed equipment. Perhaps, one might suggest maliciously, because of it.
Michael Grey is former editor of Lloydโs List.
2. Risk intelligence
NAVTOR has announced a product launch with Risk Intelligence, helping global users of its NavStation route planning platform navigate maritimeโs โdynamic risk realityโ. The agreement will see Risk Intelligenceโs real-time maritime security risk data integrated into NavStation. This will allow navigators, and relevant shore-side teams, to plan and understand voyages with safety and simplicity.
NavStation is a key product onboard many of NAVTORโs 18,000+ customer vessels, seamlessly layering a wealth of data โ from weather updates, to detailed port information, environmental regulations, NAVAREA warnings, and much more โ over electronic navigational charts for greater efficiency, compliance, and operational understanding. The software includes an automated passage planning module.
However, as Timo Essers, e-Navigation Director at NAVTOR, explains, integrating risk analysis was, until now, โa missing piece of the puzzle.โ
โThe dynamic nature of risk has never been more apparent,โ Essers explains. โFrom conflict and ongoing geopolitical unrest, to piracy, narcotics, and people smuggling – in addition to increasing navigational jamming and spoofing – todayโs shipping companies face a complex and ever-evolving threat landscape. Navigators are, in many ways, on the front line here, and as such are under immense pressure. How can they be expected to know exactly what is happening, where it is happening, assess a multitude of parameters, and ensure safe voyages?โ
โRisk Intelligence is the global leader in monitoring, validating, analysing, and assessing threats with a dedicated team of experts worldwide. They chew through huge amounts of sources to deliver digestible insights that inform safe decision-making. Integrating that intelligence into the maritimeโs best planning platform provides huge value for our customers. This is a landmark development for our own product, but also for the industry โ enabling safer, simpler and smarter navigation of a dynamic risk reality.โ
Speaking about the product launch with NAVTOR, Hans Tino Hansen, Founder & CEO of Risk Intelligence, comments:
โProperly understanding maritime risk requires dedicated sources, resources, constant vigilance, and the ability to view individual issues through the lens of wider context and specialist analysis. Bridge officers, or office-based teams, juggling multiple responsibilities simply cannot do this. To plan and execute a safe voyage you need optimal analysis and support, now more than ever.
โBy integrating our services into NAVTORโs renowned planning platform we can deliver decisive intelligence โ leading to truly informed assessments and conclusions โ in a simple, seamless and powerful manner. This will help shipping companies worldwide navigate risk with confidence.โ
3. Panama disruption
P&I Club Gard has issued an advisory on the Panama Canal Authorityโs disruption charge on vessels with deficiencies that transit the canal.
Since 1 January 2023, the Panama Canal Authority (PCA) has been imposing a “Disruption Charge” on vessels with deficiencies. These charges can be as high as USD 250,000 and Gard members have reported numerous cases of this charge being levied since its introduction.
As Gard explains, the Panama Canal Authority introduced the “Disruption Charge” tariff to minimize transit delays and/or disruptions by reducing vessel incidents during transit and to encourage vessels to rectify the deficiencies or report them in a timely manner if they cannot be rectified.
A disruption charge is applied to vessels whose transits are aborted or interrupted, due to conditions or deficiencies present prior to or during transit or harbour movements. The charge can be classified as “low impact” or “high impact”, based on the deficiency matrix and when it is reported or detected. In some cases, the level of the impact will depend on the type of deficiency. The charge ranges from USD 15,000 to USD 250,000 and is often coupled with additional costs for other applicable maritime services such as tugs, line handlers, moorage, and pilotage.
The PCA issued additional explanatory advisories and notices describing the scope, classification (low/high impact), providing examples of triggering deficiencies and procedural rules.
For more details see the Gard website.
4. Methanol guidelines
The Maritime Technologies Forum (MTF) has released a comprehensive report providing guidelines for the safe inspection of methanol dual-fuel ships. The project was led by the Maritime and Port Authority of Singapore (MPA) with the participation of various MTF members.
As the maritime industry accelerates its transition to alternative fuels under increasingly stringent IMO emission regulations, methanol as fuel has emerged as a particularly attractive option, as documented by the increasing number of orders. However, methanolโs unique propertiesโincluding its flammability, toxicity, and corrosiveness โpresent distinct challenges for ship inspectors.
The new guidelines cover the key areas of attention to ensure safe inspection:
1. Pre-Inspection Preparations: Competency requirements, specialized training, thorough ship familiarization, emergency preparedness, and proper PPE selection and use.
2. During Inspection Protocols: Dynamic Risk Assessment (DRA), CMES system testing, hazardous area management, methanol fuel system inspection procedures, and incident response readiness.
3. Post-Inspection Considerations: Decontamination procedures, health monitoring (accounting for delayed symptom onset), and PPE maintenance and disposal.
A total of 41 safety recommendations have been identified across the inspection process, representing an important effort to provide practical guidance and direction to support the industryโs safe adoption of methanol. These recommendations serve as a robust foundation for organizations to establish new safety protocols or strengthen existing Standard Operating Procedures (SOP), which is critical to building user confidence and supporting the development of methanol as a marine fuel.
The guidelines are designed to complement rather than replace existing inspection requirements, addressing the specific risks associated with methanol as a marine fuel. They aim to safeguard inspectorsโ health and safety while ensuring effective inspections for this rapidly growing segment of the fleet.
Capt. M Segar, Chief Marine Officer / Senior Advisor, MPA, said, โAs a major flag Administration and port State, Singapore welcomes the publication of the report, which addresses the health and safety risks associated with the inspection process of methanol-fuelled ships. The guidelines may also be applicable to other professionals who visit or board these vessels, such as for cargo handling, maintenance and repairs, deliveries, and pilotage. MPAโs participation in developing these guidelines reflects our commitment to supporting the maritime industryโs multi-fuel transition towards a cleaner, greener and safer future.โ
Knut รrbeck -Nilssen, DNV, CEO Maritime, added, โThis report is a testament to the collaborative efforts of MTF members and industry stakeholders. By offering 41 concrete recommendations across all phases of inspection, the guidelines provide a practical framework to manage methanol-related risks effectively. They will help the maritime community accelerate the safe use of methanol as a fuel, supporting the decarbonisation of the industry.โ
5. Bridge resource management
The Nautical Institute is acutely aware of the changing demands placed on masters and deck officers today. Its brand-new book series, Bridge Resource Management (BRM), has been developed to expand upon, update and replace the original Bridge Team Management book, published in 2003. The first volume in the series, launched during London International Shipping Week, focuses on the human element, and the factors that underpin effective teamwork.
Steven Gosling, Head of Information & Publications says bridge resource management lies at the heart of navigational safety and has been a feature of maritime training for over 25 years. In that time, the technology used on the bridge and our understanding of the human element has changed immensely. In todayโs world, it is essential that bridge teams recognise and make the most of the resources at their fingertips, having access to the latest information to help them do so.
The Nautical Institute explains, โBRM Volume 1 is the result of countless hours of work by multiple maritime experts each sharing what good looks like. And theyโve done so brilliantly, in a language that can be understood by all.โ
Complementary to the new IMO Model Course 1.22, the new BRM series takes a holistic view of all aspects of resource management, exploring both human and technical resources on the modern-day bridge. Each volume offers vital lessons and key insights โ not simply to avoid accidents but to pursue operational excellence – promoting a practice in which people operate with quiet efficiency, effectively supported and in full control.
The first volume is a multi-chapter, multi-author guide written by experts with distinguished careers at sea and ashore. One of the contributors, Captain Mert Daฤgeรงen, explains why he was so keen to be involved in the project: โThe new BRM book will be read by maritime leaders throughout the world and so provides the perfect vehicle for sharing new knowledge and experiences which will be of particular benefit to younger colleagues. I am passionate about the need to build synergies on the bridge and embrace technology too, optimising the entire range of human, machine, internal and external resources.โ
6. Superstorage
Nippon Kaiji Kyokai (ClassNK) has granted approval in principle (AiP) to SRC Group for Methanol Superstorage, the innovative tank design concept that uses a Sandwich Plate System (SPS) technology to almost double shipboard storage capacity for both methanol and ethanol.
The ClassNK AiP confirms that Methanol Superstorage is feasible for the intended application in accordance with the Societyโs ‘Guidelines for Ships Using Alternative Fuels, Part A: Guidelines for Ships Using Methyl/Ethyl Alcohol as Fuels (Edition 3.0.0)’.
In contrast to traditional fuel tanks, where internal and external walls are separated by a cofferdam of at least 600 mm, Methanol Superstorage features SPS technology – a solid elastomer core โsandwichedโ between two steel plates that is 25-millimetre-thick. The solution delivers 85% more storage capacity than a conventional tank.
โWith many methanol-ready ships now in operation, under construction or on order and ethanol also gaining traction, fuel storage has become an area of intense industry interest,โ said Ryohei Sakai, Manager (Project Hull), Technical Solution Department, ClassNK. โBecause of its low volumetric energy density compared to HFO, a methanol tank would need to hold over twice the volume to generate the same energy, for example. This has consequences for ship range and design. SRCโs methanol fuel tank concept represents an approach to addressing this challenge.โ
Methanol-fuelled vessels must follow the alternative design process, in which the final approval rests with the flag state. To reflect this, Panamaโs expertise was brought into the review, with Panama also granting Approval in Principle to Methanol Superstorage. For final approval of an actual fuel tank design applied to a specified ship, a complete set of documentation covering design details would need full approval in accordance with relevant regulations, rules and guidelines.
At the initial stage of designing or before the specific target ship to be implemented is decided, the design is examined based on the existing regulations such as international conventions and ship classification rules, and an Approval in Principle is issued as proof of conformity with requirements. It also prevents rework of regulatory aspects in the post-process, shortens the examination time at the time of class registration, and can be used as a technical basis for external appeal of the design status.
โReceiving Approval in Principle for Methanol Superstorage from both ClassNK and Panama Maritime Authority represents a major step forward for SRC in our mission to achieve widespread industry acceptance for the solution,โ commented Alex Vainokivi, Innovation Manager, SRC Group. โA Methanol Superstorage tank delivers almost twice the fuel storage volume of a traditional tank, while the SPS provides a triple barrier for fire protection, leak prevention and higher impact protection. It can also be retrofitted with minimal impact on the vesselโs general arrangement.โ
7. OCEAN Project
The OCEAN Project (Operator-Centred Enhancement of Awareness in Navigation) has officially concluded, following its Final Conference at the European Maritime Safety Agency (EMSA) Headquarters in Lisbon.
Funded by the European Union and the United Kingdom, the project ran from October 2022 to September 2025, delivering a suite of innovative (TLR7) human-centred design tools to address pressing maritime risks such as container losses, shipโwhale strikes, and navigation in complex, high-traffic, or low-visibility conditions.
The final conference showcased the four core innovations:
โข European Navigational Hazard Infrastructure (ENHI): a centralised platform distributing hazard alerts from satellites, hydrophones, and user reports.
โข Four-Dimensional Situational Awareness Display (4D SAD): a bridge-integrated tool adding time as the fourth dimension to improve decision-making.
โข Evasive Manoeuvring Agent (EMA): an automated safeguard to advise on safe manoeuvres in emergencies.
โข OCEAN Reporting App: a scalable mobile tool for real-time hazard reporting, designed with mariners for practical adoption.
Participants also viewed three demonstration videos produced by the OCEAN partner, the Western Norway University of Applied Sciences (HVL). These illustrated the tools in realistic scenarios such as lost containers, whale strikes, and navigation in dense traffic or fog, communicating complex risks and solutions in an accessible way. They remain part of the projectโs legacy, supporting awareness and adoption across the sector.
A key highlight was the new Roadmap video, which explains how the OCEAN Project turned vision into safer shipping: https://youtu.be/OnRVP274SgU?si=EITFSrn22zMvNndt
Feedback from mariners, educators, policymakers, and industry confirmed that the OCEAN Projectโs ecosystem, designed with a strong human-centred approach, integrates seamlessly into existing bridge and coastal systems, offering practical adoption pathways. Stakeholders also highlighted the value of its minimum viable system, which can be deployed with minimal investment and scaled globally.
8. Fuel training
The International Maritime Organization is stepping up efforts to prepare seafarers for shippingโs energy transition, to help ensure personnel are properly trained to work safely on ships using zero or near-zero emission fuels, in line with the IMO’s revised strategy to cut greenhouse gas emissions from ships.
IMO has issued generic interim guidelines on training for seafarers on ships using alternative fuels and new technologies (STCW 7/ Circ. 25). The guidelines set out an international framework for the development and approval of training of seafarers serving on all ships using alternative fuels and new technologies.
Fuel- and technology- specific interim training guidelines – including for methyl/ethyl alcohol, ammonia, hydrogen, LPG, battery-powered ships and fuel cells – are also being developed. They will be considered by the IMOโs Sub-Committee on Human Element, Training and Watchkeeping in February 2026 (HTW 12).
These guidelines are expected to form the basis for mandatory requirements for seafarer training under the revised 1978 STCW Convention Code, currently under review to support decarbonisation, digitalisation and other developments.
Along with regulations, IMO is expanding its support to Member States. Examples of ongoing initiatives include:
A three-year project funded by Japan to train instructors from Asian countries in operating LNG-fuelled ships;
A partnership with the World Maritime University to produce training materials for seafarers on alternative fuels, which also contributed to the Maritime Just Transition Task Force training frameworks, launched in September;
Support for trainers in developing countries to produce locally relevant courses along with online learning modules through the GreenVoyage2050 Programme;
Platforms to connect regulators and practitioners – such as a recent seminar in Singapore showcasing practical training innovations from simulators and VR tools to methanol firefighting exercises.
With new training standards, enhanced technical support for Member States and closer engagement with industry and academia, IMO is laying the groundwork for a just and well-prepared energy transition for seafarers.
9. Hydrogen power
PowerCell, a leading supplier of fuel cells for the marine market, has secured a contract worth just over SEK 40 million to supply the fuel cell systems for two hydrogen-powered bulk carriers. The order includes 14 of PowerCellโs Marine System 225 units, providing over 3 MW of power, with the deliveries scheduled for 2026 โ 2027, to be built by GMI Rederi.
Each of the two bulk carrier vessels will be fitted with seven Marine System 225 units, enabling them to operate entirely without emissions by replacing fossil fuels with renewable hydrogen. When launched in 2027, the vessels will be the worldโs first hydrogen-powered bulk carriers. Each Marine System 225 unit provides efficient, vibration-free power, enabling operators to adopt hydrogen-electric technology with confidence. Additionally, the unit system has also received Type Approval from Lloydโs Register.
This order builds on the strong momentum of the Marine System 225, now being deployed across an even wider range of applications in the maritime sector. The expansion to the bulk sector signals the ability of fuel cells to operate in demanding environments across the whole of shipping.
GMI Rederi is developing the vessels, while the engineering, integration and certification process for the hydrogen system will be handled by eCap Marine, a German ship integrator specialising in green propulsion solutions. PowerCell will also provide engineering support.
Stig Kallestad, Marine Director at PowerCell Group, said: “This project shows just how far the Marine System 225 has come in proving itself as a reliable and competitive solution across shipping segments. Bulk carriers are demanding applications, and the fact that our technology is chosen here demonstrates that hydrogen fuel cells are no longer just pilots, they are real solutions for real operations.”
Torstein Holsvik, CEO at GMI Rederi, commented: “Existing bulk carriers are outdated, and we needed to think completely anew. After careful evaluation of technology maturity, fuel availability, and cost-effectiveness, we chose compressed hydrogen with fuel cells as the most future-ready solution.”
Richard Berkling, CEO of PowerCell Group, added: “We continue to expand the use of our Marine System 225, and with GMI Rederi we are now moving into bulk carriers, a new and important segment in shipping. Regulatory frameworks such as the EU ETS and IMO requirements are pushing the break-even point in favour of hydrogen fuel cells, making them a competitive and future-ready choice for operators. This is not only about two ships; it is about setting a new standard for zero-emission maritime transport.”
PowerCellโs Marine System 225 is a compact fuel cell system delivering 225 kW of clean electric power with zero emissions. Designed for marine environments, it combines high efficiency, low noise, and easy installation while maintaining a small footprint. Scalable to megawatt outputs, the system supports the electrification of various marine applications and is fuel-flexible, capable of operating on reformed renewable fuels for sustainable maritime operations.
10. Nuclear development
โNuclear energy is stepping forward as a credible long-term solutionโ stated Christopher Wiernicki, Chairman and CEO of the American Bureau of Shipping, as some of the worldโs leading shipowners and operators gathered at ARGO: New Nuclear for Greek Maritime in Athens recently.
At the Summit, over 120 high-level industry leaders welcomed the increasing pace of development to bring nuclear for maritime to both commercial shipping and floating nuclear power plants (FNPPs).
Opening the conference, Charlotte Vere, Group Head Market Development for Core Power, spoke of the importance of Greek shipping in shaping the future of the industry.
โFor generations, Greek shipowners have led the industry at pivotal moments in the history of shipping, leveraging their collective expertise, innovation and resilience. Now we are at another inflection point, as the industry strives to deliver improved efficiencies in the face of carbon and other emission levies.โ
โNuclear is no longer a speculative option, it is emerging as a commercially rational and operationally superior pathway for shipowners navigating an uncertain energy future.โ explained Thomas Davies, Director of Analytics for Core Power.
โNuclear has by far the highest capacity factor out of all electricity generation methodsโ, explained Ioannis Kourasis, Senior Nuclear Engineer at Core Power, as he went on to explain that โnuclear gives the reliability to be the workhorse of the grid.โ
Chris Leontopoulos of ABS Hellas; Dionysis Chionis from ATHLOS Energy; Afroditi Xydi of DEON Policy Institute and AspasiaPetri from the Greek Atomic Energy Commission discussed FNPPs and their application as a potential energy solution for Greece.
After the Summit, Afroditi commented: โI think it is very encouraging that this conversation is taking place in Greece, not only on the topic of nuclear, but also on the topic of floating power plants. As a leading maritime nation, Greece has the opportunity to leverage an emerging interest in nuclear to create the ships and power plants of the future.โ
Core Power is working on a project alongside ABS Hellas and ATHLOSEnergy to explore the potential of deploying FNPPs in the Mediterranean Sea. The joint effort will assess how floating nuclear โ powered by small modular reactors โ can address growing energy demand in remote and coastal areas of the Mediterranean. This includes supplying grid-scale electricity to islands, supporting zero-emission port operations, and powering desalination plants to provide potable water in drought-affected regions.
Advanced nuclear technologies open new possibilities across the maritime sectorโfrom powering large commercial vessels to supporting offshore platforms, port electrification, and energy access for remote coastal regions.
2025 is the year that nuclear for maritime goes mainstream.
11. World Maritime Day
The international shipping industry, which carries over 80% of global trade and uses more ocean space than any other sector, is stepping up action to protect the ocean.
This yearโs World Maritime Day, observed globally on 25 September, focused on the sectorโs impact on the marine environment, and what it can do to reduce pollution, curb greenhouse gas emissions and prevent biodiversity loss.
Secretary-General of the International Maritime Organization Mr. Arsenio Dominguez said: โIMO has, for many decades, worked to strike the right balance to ensure that the shipping industry is not the problem but the solution. Whether it is through international regulations to protect the environment and support seafarers, technical support to Member States, or bringing together all the key stakeholders – governments, industry, academia, civil society – we always find a way to global solutions.โ
Dominguez called for the maritime community to build on the momentum of recent global progress.
This includes the imminent entry into force of the Agreement under the United Nations Convention on the Law of the Sea (UNCLOS) on the Conservation and Sustainable Use of Marine Biological Diversity of Areas beyond National Jurisdiction (BBNJ Agreement, commonly known as the High Seas Treaty), as well as commitments made at the UN Ocean Conference held in Nice in June and ongoing negotiations for a global agreement on plastic pollution.
In his statement, United Nations Secretary-General Antรณnio Guterres said: โOn this World Maritime Day, let us reaffirm our obligation to safeguard the ocean and those who depend on it. Let us deliver on the Nice outcome, invest in resilient maritime industries โฆ and ensure that the blue economy is a driver of inclusive sustainable development.โ
Under the theme โOur Ocean, Our Obligation, Our Opportunityโ, IMO has highlighted actions and progress achieved this year, including:
โข Tackling marine plastic pollution: Adoption of the 2025 Action Plan to Address Marine Plastic Litter from Ships in April, aiming to reduce the contribution from shipping and fishing vessels to marine plastic litter.
โข Protecting biodiversity: In April, IMO initiated the development of a new legally binding global regulatory framework on biofouling management to combat the spread of invasive aquatic species that may be carried on ships.
โข Decarbonization: The draft IMO Net-Zero Framework was approved in April, including regulations for a new global fuel standard and GHG emissions pricing mechanism for ships. The measures are to be discussed for adoption in October 2025.
โข Air pollution: The Mediterranean Sea became an Emission Control Area (Med SOx ECA) under the MARPOL Annex VI treaty in May. The sulphur content in fuel oil for ships operating in the area is now limited to 0.1%, significantly reducing air pollution and delivering major benefits to both human health and the marine environment.
โข Ship recycling: The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships entered into force in June, aiming to ensure that ships at the end of their operational lives are recycled safely.
โข Underwater Radiated Noise (URN): Extension of the GloNoise Project to support Member Statesโ implementation of IMOโs revised guidelines for the reduction of URN as well as the action plan on preventing URN.
This year, IMO partnered with the Universal Postal Union (UPU) and the United Nations Educational, Scientific and Cultural Organization (UNESCO) to inspire young writers worldwide to reflect on the importance of protecting our seas and oceans.
The theme for the 54th edition of the International Letter-Writing Competition for Young People encouraged young participants to give voice to the ocean, exploring its beauty, the challenges it faces and the collective responsibility for preserving it.
The 2025 winners were: Reyyan Demiriz (Turkey) for first prize, with Phแบกm ฤoร n Minh Khuรช (Vietnam) taking second place and Kanlanfe Ingrid Ouali (Burkina Faso) receiving third prize.
12. Remote pilotage
The International Maritime Pilotsโ Association (IMPA), in collaboration with the Canadian National Centre of Expertise on Maritime Pilotage (NCEMP) and the Canadian Coast Guard, have released a report on the technical readiness of remote pilotage solutions.
This first report from the International Study on Remote Pilotage finds that proposed remote pilotage solutions offered a glimpse of what is possible. However, for the Study to progress to the trial phases in mandatory pilotage areas, key challenges need to be overcome.
There are challenges relating to system redundancy and enabling critical pilotage workflow tasks. Shared situational awareness, collision avoidance, relative navigation, and manoeuvring close to other ships and infrastructure were identified as significant risks.
The report was compiled based on extensive desktop assessments of remote pilotage solutions proposed by manufacturers and system integrators. The proposals were made in response to a request for information issued by IMPA in November 2024. With Lloydโs Register as technical adviser, the assessments took place in April and May 2025.
IMPA is acutely aware of the need to overcome some of the scepticism of its intentions to trial remote pilotage solutions. Mature solutions are needed to reveal the capabilities, limitations and prerequisites of remote pilotage in port approaches, ports, canals, rivers and lakes where pilotage is mandatory.
Captain Simon Pelletier, President of IMPA, says: “We have had a glimpse of what might be possible, but we are not there yet. Our primary concern is how to conduct trial phases that are not skewed by the limitations of technology solutions. Artificial limits will not help us deliver the objectives of the Study.”
Captain Alain Arseneault, Executive Director of NCEMP, believes that manufacturers and system integrators need another opportunity: “The first time around, we wanted to see what was out there and not put people off by being too prescriptive. We had anticipated a lot of interest as a result, but this did not materialise. We have learned through this process that a more detailed set of goal-based requirements may help identify a minimum viable solution we can use in the Study.”
An updated RFI with more detailed goal-based requirements for remote pilotage solutions for trials in mandatory pilotage areas will be issued in Q4 of 2025. Manufacturers and system integrators wanting more information should contact IMPA or NCEMP.
Commissioner of the Canadian Coast Guard, Mario Pelletier, believes collaboration with IMPA and NCEMP is an invaluable way to gain insights into what the future holds: “The Canadian Coast Guard is pleased to contribute to this international effort, which is helping us explore how navigation services may evolve in the years ahead. The insights gained through this work will help strengthen our own services and ensure we remain ready to meet future needs, while sharing lessons with partners worldwide.”
13. Container stowage
ClassNK has released new guidelines for those involved in container shipping, aiming to enhance the efficiency of container stowage while ensuring safety measures such as preventing cargo collapse. These guidelines apply the latest expertise in weather forecasting, ship motion, and digital twin technologies.
The newly released ‘Guidelines for the Safety of Maritime Cargo Based on Weather Forecasts,’ ‘Guidelines for Anti-Rolling Devices,’ and ‘Guidelines for Container Stowage and Securing Arrangements (Edition 3.3)’ enable safer and higher-capacity container shipping by optimizing stowage based on weather forecasts for short-term voyages, and by taking advantage of the roll reduction effects of anti-rolling devices.
The guidelines are available for download via “Guidelines” of My Page on ClassNKโs website after registration.
https://www.classnk.or.jp/account/en/Rules_Guidance/ssl/guidelines.aspx
ClassNK will continue to contribute to achieving safe and efficient shipping under various operating conditions through the guidelines and other initiatives.
14. Tariff threat
New analysis by Maritime Strategies International cites emerging evidence that the demand side of the industry will prove better-insulated from tariffs than was expected earlier in the year, while a dynamic where Chinese exporters continue to export their manufactured goods surplus – above all to emerging economies – has significantly buoyed trade so far this year.
In its Q3 Market Report โFaltering Freightโ, MSI, notes that global container trade trends started 2025 on a strong footing and following an estimated 4.9% year-on-year expansion in the first quarter, world container trade is estimated to have grown by 4.4% yoy in Q2. Further ahead, MSI believes there will be a degree of industrial sector retrenchment in China in the next several years, but for now this dynamic remains supportive of global container trade.
Q2 25 was another strong quarter for Mainlane container trade volumes and was followed by healthy data in July for the Asia-Europe and Transatlantic trades. At the same time, it has been a volatile period on the Transpacific trade, although even here volumes sat nearly 6% higher on a ytd basis through August.
Overall Mainlane headhaul volumes logged a 4.9% yoy expansion in Q2, following a 9.5% yoy expansion in Q1. This is very likely to be the strongest pace of expansion this group of trades will record for some time.
Long-distance non-Mainlane trades have been a key motor of overall containerised trade growth in recent years, and that continued over the first half of 2025. The Transpacific is the main driver of MSIโs forecast that Mainlane headhaul trade will contract in 2026, but slower Asia-Europe growth also contributes.
MSI has actually revised up its projections for next year on the basis of greater assumed resilience to tariffs, but forecasts for next year come with notable downside risks. As with the Mainlane trades, MSI places fairly heavy emphasis on the competitiveness of Chinese exports here as a key driver.
โWhile exports from South-East Asia, as opposed to China, could account for a growing share of this surge in Far East exports, wider evidence from Chinese customs data does suggest that it is Chinaโs export powerhouse that is having an outsized impact,โ explains MSI Director Daniel Richards. โOverall, MSI has made upward revisions to our forecast for key non-Mainlane trades in 2025, but otherwise our forecasts are stable and we expect a more muted pace of expansion in 2026.โ
15. Written contracts
A recent English High Court case provides a reminder of some of the key principles affecting the interpretation of written contracts where their meaning is otherwise unclear or ambiguous.
It has been said in an earlier legal authority that the exercise involves “a unitary process to ascertain what a reasonable person with all the background knowledge reasonably available to the parties at the time [of conclusion of the contract] would have understood the parties to have meant”.
So the question is not what one or both of the parties intended their contract to say or themselves thought that it meant, but what an objective observer would understood their contract to have meant.
In HFWโs most recent London Calling newsletter, Brian Perrott & Patrick Knox consider the issues. For more details see the HFW website.
Notices and Miscellany
RINA lecture
The 2025 RINA Presidentโs Invitation Lecture: Ship Energy Efficiency will take place in Glasgow, UK on 24 November 2025
The lecture will focus on Ship Energy Efficiency – exploring how the maritime industry can reduce emissions, improve performance, and advance sustainable shipping practices.
Combilift competition
To mark a milestone โ the production of its 100,000th forklift โ Irish manufacturer Combilift is offering the chance to win the one-of-a-kind Golden Combi-CBE multidirectional forklift through a very special competition.
First unveiled at IMHX and recently showcased at GIS Expo in Italy, Combiliftโs 100,000th forklift is continuing its European Tour and being exhibited at some of the biggest industry events on the continent:
โข Denmark โ HI Tech & Industry Scandinavia | 30 September โ 2 October 2025 | MCH Messecenter Herning
โข Germany โ Blechexpo | 21โ24 October 2025 | Messe Stuttgart
The exclusive Golden Forklift, valued at over โฌ60,000, isnโt just a celebration of innovation โ itโs about making a difference. All proceeds will go directly to UNICEFโs Childrenโs Emergency Fund, helping deliver life-saving aid such as clean water, medicine, therapeutic food and emergency education to children impacted by conflict and natural disasters. Combilift aims to raise over โฌ100,000 for UNICEF.
To enter the competition:
1. Go to www.combilift.com/win-a-truck
2. Click โEnter Competitionโ
3. Choose tickets, answer one simple question, and confirm your entry.
Entries close on the 15th of December 2025, and the winner will be announced on the 16th of December 2025.
Enter now: www.combilift.com/win-a-truck
YouTube Link: https://youtu.be/1TDcRrZDvFk
Caverton appointment
Caverton Marine has appointed Pauline Sessou-Diop as Chief Commercial Officer (CCO). Based out of London, her role will consist of defining the commercial and business development strategy focusing on eco effective fleet expansion in oil, gas and bulk marine transportation worldwide, with a particular emphasis on the West African market.
Caverton Marine Limited is the shipping arm of the Nigerian public listed Caverton Offshore Support Group, a fully integrated offshore support company specialising in providing top-tier marine and aviation logistics services primarily within the oil and gas industry. Founded in 1999, Caverton Marine originated as a specialised service provider in marine and special transportation services, providing small tankers, boats, barges, and allied equipment to its clients.
Tug & Salvage Convention
The 28th International Tug & Salvage Convention, Exhibition & Awards will take place on 19-21 May 2026 in Gothenburg, Sweden.
In association with Caterpillar, the 28th International Tug & Salvage Convention, Exhibition & Awards (ITS 2026) will be held in Scandinavia for the first time, gathering the global tug, towage, and salvage industry in Gothenburg, Sweden.
From 19-21 May 2026, ITS 2026 offers the perfect opportunity to discover cutting-edge developments at the exhibition, build lasting connections with industry peers and honour outstanding achievements at the ITS 2026 Awards, presented during the ITS Gala Dinner.
E-mail: indrit.kruja@rivieramm.com
Please notify the Editor of your appointments, promotions, new office openings and other important happenings: contactus@themaritimeadvocate.com
And finally,
With thanks to Paul Dixon
A list of (alleged) actual announcements that London Tube train drivers have made to their passengers…
“Ladies and Gentlemen, I do apologise for the delay to your service. I know you’re all dying to get home, unless, of course, you happen to be married to my ex-wife, in which case you’ll want to cross over to the Westbound and go in the opposite direction.”
“Your delay this evening is caused by the line controller suffering from E & B syndrome, not knowing his elbow from his backside. I’ll let you know any further information as soon as I’m given any.”
“Do you want the good news first or the bad news? The good news is that last Friday was my birthday and I hit the town and had a great time. The bad news is that there is a points failure somewhere between Stratford and East Ham, which means we probably won’t reach our destination.”
“Ladies and gentlemen, we apologise for the delay, but there is a security alert at Victoria station and we are therefore stuck here for the foreseeable future, so let’s take our minds off it and pass some time together. All together now….’Ten green bottles, hanging on a wall…..’.”
“We are now travelling through Baker Street, as you can see Baker Street is closed. It would have been nice if they had actually told me, so I could tell you earlier, but no, they don’t think about things like that.”
“Let the passengers off the train FIRST!” (Pause …) “Oh go on then, stuff yourselves in like sardines, see if I care – I’m going home….”
“Please allow the doors to close. Try not to confuse this with ‘Please hold the doors open’. The two are distinct and separate instructions.”
“Please note that the beeping noise coming from the doors means that the doors are about to close. It does not mean throw yourself or your bags into the doors.”
“We can’t move off because some idiot has their hand stuck in the door.”
“Please move all baggage away from the doors (Pause..) Please move ALL belongings away from the doors (Pause…) This is a personal message to the man in the brown suit wearing glasses at the rear of the train – put the pie down, four-eyes, and move your bloody golf clubs away from the door before I come down there and shove them up your arse sideways!”
“May I remind all passengers that there is strictly no smoking allowed on any part of the Underground. However, if you are smoking a joint, it’s only fair that you pass it round the rest of the carriage.”
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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.
