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IN THIS ISSUE
1. The case for emergency ships
2. Shipping must be lived and cannot be learned
3. MEPC
4. Underwater vehicle
5. Inclusive insurance
6. VIKING delivery
7. Dry dock support
8. Safety initiative
9. Seafarer strain
10. BIFA awards
11. OCIMF campaign
12. Methane abatement
13. Wind power
14. Baltic move
15. On board storage support
16. Missing the cancelling date
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. The case for emergency ships
By Michael Grey
Natural disasters seem to be coming thick and fast these day with Tropical Revolving Storms adding to all the other man-made miseries that fill our headlines. Hurricane Melissa, as this is being written, a slow-moving Category 5 storm is ravaging Jamaica on its trail of devastation around the Caribbean. It has been described as the island’s “worst ever,” with torrential rain, landslips, flooding and the airport possibly unusable for a period.
There is nothing particularly unusual about these periodic emergencies, although their frequency varies with sea temperature. “Climate change” is being heavily promoted, and gives additional emphasis to the stream of climate related warnings which reach a crescendo before successive COP circuses. Melissa will be grist to the mills churning away in Belem this week.
But how best to rapidly recover from a state of chaos depends on preparedness, resources and the presence of friends, with some of the islands in the path of Melissa being short of all these categories.
Aviation is fine for small-scale recovery and evacuation, but handicapped in the event of damaged landing grounds and the limitations of weight. Even heavylift helicopters and the largest freight aircraft are incapable of hauling the earth-moving equipment, cranes etc that are needed to clear wreckage.
Ships have been proved to be the most effective remedies for natural disasters all over the world. There is also a reasonable consensus on the design of ship which best lends itself to large-scale disaster relief. Ideally, the characteristic which best lends itself to such a design is “self-sufficiency,” with a vessel able to provide a wide range of facilities, from medical care to the ability to launch helicopters and land heavy equipment on beaches where port facilities have been damaged. Landing craft, Mexeflotes and equipment used by the military would provide a huge benefit in the first stage of any emergency, where there has been serious damage to the infrastructure.
It is now some years since there were suggestions that the UK should provide such emergency cover for its Commonwealth partners in the Caribbean. There were several designs proposed from these suggestions with the aim of providing valuable training places for young seafarers both in the UK and in the region as an auxiliary role. The ship could also be employed in regular inter-island trade. Sadly, none of these schemes moved very far, largely because of a lack of both will and money, but the demonstrable need has not gone away.
It is notable that in other parts of the world, this requirement for emergency provision has been translated into real ships. The series of ships being built for US maritime academies for instance are all being constructed for dual use as aid vessels. The Chinese government, obviously conscious of the soft diplomacy such vessels bring in their wake, have several large ships with considerable medical facilities on board available to assist stricken Pacific island communities. It is clearly a matter of will and a belief in the many benefits such a capable unit might provide.
Without wishing to offend some people, but with the growing demands in the Caribbean Islands for “reparations” from nations which were involved in the trans-Atlantic slave trade several hundred years ago, there might also be a germ of a solution. While the clamour for reparations is most unlikely to be met, the one-off gift of an emergency aid ship as a charitable donation might mitigate some of the agitation.
Michael Grey is former editor of Lloyd’s List.
2. Shipping must be lived and cannot be learned
It was sad to learn, earlier this week, of the death in Hong Kong of Dr Helmut Sohmen, who led one of the world’s great shipping companies through the tumultuous years of the late 20th and early 21st century, writes Michael Grey. Chairman of World-Wide Shipping of Hong Kong, between 1986 and 2014, he had joined the company in 1970, with no experience of shipping, having been legal adviser to the Royal Bank of Canada in Montreal.
He was to become one of the best-known faces of the maritime industry; an unusually clear communicator in a business whose leaders often preferred to avoid any form of publicity. He became a respected member of the international shipping fraternity, representing the many organisations on which he served. On public platforms and at international conferences, he was to become advocate for the industry as a whole. During his long career, he had been chairman of BIMCO, the Hong Kong Shipowners Association, INTERTANKO, TOVALOP and many other industry bodies. He had been appointed chairman of the IMIF, when the whole industry was reeling from the 1970s oil shocks.
With an active interest in public affairs, he served on the Hong Kong Legislative Council and many other Hong Kong bodies. He was an enthusiastic advocate for Hong Kong to become an international centre for maritime arbitration, for local maritime industry training, and for the flourishment of the port. He spoke eloquently on the importance of the human element. “Quality of manpower, afloat and ashore” he said “would be the single most important criterion for each individual shipping company’s chances of success.” Traditionally focussed on the wet and dry bulk trades, under his watch, World-Wide Shipping was to become more diversified, and as BW, after the merger with the Norwegian Bergesen company, larger than it had ever been.
In 2014 he handed over the reins of this considerable entity to his son Andreas Sohmen-Pao. Helmut Sohmen was a delightful and courteous person, always approachable, and with a wide range of interests. His observation,that “shipping must be lived and cannot be learned” exemplified this. He will be much missed.
3. MEPC
The IMO’s Marine Environment Protection Committee has adjourned discussions on the adoption of the Net-Zero Framework for one year.
The International Maritime Organization (IMO) has agreed to adjourn the extraordinary session of the Marine Environment Protection Committee (MEPC), which was convened from 14 to 17 October 2025 to consider the adoption of draft amendments to MARPOL Annex VI, including the IMO Net-Zero Framework.
The extraordinary session will be reconvened in 12 months’ time. In the interim, Member States will continue to work towards consensus on the IMO Net Zero Framework, the IMO said in a statement.
The IMO Net-Zero Framework was approved at the MEPC 83 session in April 2025, as a new Chapter 5 of the Draft Revised Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL). It comprises a set of international regulations aimed at reducing greenhouse gas (GHG) emissions from ships, in line with IMO’s 2023 Strategy for Reduction of GHG Emissions from Ships. It includes two key elements: a global fuel standard and global GHG emissions pricing mechanism.
A statement from the UK Chamber of Shipping following the outcome of the latest MEPC said:
“It is disappointing that an agreement could not be reached to adopt the Net Zero Framework at the IMO. As a long-standing advocate of a global carbon pricing mechanism, the UK Chamber of Shipping has consistently championed international collaboration to drive meaningful decarbonisation.
“We trust that the international community, under the leadership of the IMO, can swiftly work towards a new way ahead, and the UK Chamber stands ready to engage in this process with all our global partners.
“We hope the Intersessional Working Group next week will consider the remaining issues withing the NZF such as the Life Cycle Analysis and GHG Fuel Intensity Register in order to continue this process.”
Dr Kostas Gkonis, Secretary General of INTERCARGO commented: “Following IMO’s decision regarding the Net Zero Framework, INTERCARGO reaffirms its support to the IMO as the sole global regulator capable of delivering coherent and effective measures for international shipping. We wish to see the current postponement as an opportunity for further dialogue. The time ahead should be used constructively and effectively to bridge differing positions among IMO Member States and to also ensure that the industry’s voice and input are heard and taken onboard.
“We invite Member States at IMO to work more closely among them but also in partnership with the shipping community towards agreeing on a regulatory framework that is realistic, practical, and globally workable.”
4. Underwater vehicle
The purchase contract has been under negotiation for the HUGIN underwater vehicle with a 3000-meter range, which will replace Ran, lost under an Antarctic glacier in 2024. A major donation from Voice of the Ocean, along with insurance funds, now enables researchers at the University of Gothenburg to plan new expeditions.
“Thanks to Ran, we became the first researchers in the world to enter beneath the Thwaites grounding-line glacier. Although ice melt and movement can be observed through satellite data, we were able to get close-up images of the underside of the ice and detailed information about the exact mechanisms driving the melting,” says Anna Wåhlin, professor of oceanography, who led the expedition with Ran in Antarctica.
Stene Førsund, Executive Vice President for Sales and Marketing in Kongsberg Discovery, is pleased that the research in Antarctica will continue with a new autonomous underwater vehicle.
“The new vehicle Ran II will have better capacity than Ran, with more robust emergency decision support and improved navigation. These upgrades enhance both safety and precision in hard-to-reach environments such as beneath glaciers, sea ice, and near the seabed,” he says.
Autonomous Underwater Vehicle (AUV) HUGIN combines IHO quality positioning with high resolution sensors. HUGIN collects data from many different sensors concurrently, providing a comprehensive geophysical dataset from a single mission. This HUGIN is equipped with a 3000 meter range and it can access areas unreachable by ships, such as beneath glaciers, thick sea ice, and deep-sea regions. Equipped with high-resolution sensors, it measures topography, currents, and water properties simultaneously.
5. Inclusive insurance
The International Conference on Inclusive Insurance 2025 (ICII 2025) took place from 13-17 October in Quito, Ecuador. The event gathered around 400 insurance and development experts from 47 countries for four days of exchanging insights, strengthening partnerships, and advancing inclusive insurance worldwide.
During the conference, the Microinsurance Network presented its Landscape of Microinsurance study and its latest Regional Report on Latin America and the Caribbean, covering 11 countries across Latin America and the Caribbean and compiling data from 80 insurance companies that reported 345 products. Altogether, these products cover 37.3 million people, representing about USD 832 million in gross premiums. However, this still represents only 7% of the total population across the 11 countries, highlighting the significant protection gap that remains. The potential market is estimated at 406 million people, with a total value of USD 16.9 billion. The conference also saw the launch of an interactive Data Hub showcasing Landscape data and a Resource Hub featuring reports, case studies, and practical tools – both freely accessible to all here.
Discussions throughout the conference focused on solutions, highlighting that innovation and collaboration are key to addressing the region’s low insurance coverage. Across Latin America, new parametric pilots, gender-responsive programmes, and climate-risk insurance products are emerging as practical ways to extend protection to farmers, MSMEs, and vulnerable communities. Participants emphasised that simplifying products, accelerating claims, and leveraging digital platforms are essential to making coverage both accessible and sustainable.
Underscoring the importance of the ICII as a catalyst for inclusive insurance, five guiding principles for Ecuador were jointly declared following a high-level meeting between Ecuadorian public institutions, private companies, and multilateral organisations, to define the next steps toward implementing inclusive insurance in the country.
Accessibility.Ecuador seeks to close the protection gap by ensuring affordable and simple insurance for low-income and rural populations. Tailored products, subsidies, and community partnerships will make insurance reachable for everyone. Prioritising equity ensures that the agenda does not leave the most vulnerable behind, aligning with Sustainable Development Goals (SDGs).
Financial education. Low financial literacy limits insurance use. National education programs, local workshops, and media campaigns will help citizens understand insurance as a tool for financial stability and resilience.
Technology and innovation. Digital platforms, mobile payments, and AI-based tools will expand access to insurance, especially in remote areas. Partnerships with fintech and cooperatives will enable modern, affordable products tailored to local needs.
Public-private collaboration. Government, private sector, and civil society will work together to design inclusive insurance policies, attract investment, and share data. These alliances will build a stronger, more resilient national insurance system.
Sustainability and risk management. Inclusive insurance will help Ecuador face climate and disaster risks. “Green insurance” and sustainable investments will encourage preventive measures and align with global climate and resilience goals.
ICII 2025 discussions emphasised the importance of inclusive insurance not only in Latin America, but globally. The exchanges reaffirmed that inclusive insurance is not a regional initiative, but a worldwide movement toward greater equity and financial resilience.
At the closing ceremony, Steven Biganiro, Director General of Capital Markets and Investment Schemes, Ministry of Finance and Economic Planning (MINECOFIN), Rwanda, described ICII 2025 as an eye opening experience and a wake-up call, emphasising financial resilience as a universal right for all and inviting the audience to Kigali, Rwanda, for ICII 2026, taking place from 19-23 October 2026.
Dirk Reinhard, Vice Chair of the Munich Re Foundation and Chairman of the Steering Committee of the ICII 2025 commented: “We cannot emphasise enough how important it is to close the insurance gap for sustainable economic development. The ICII 2025 once again demonstrated its role as the global inclusive insurance hub, with insurance and development experts from 47 countries gathering in Quito. Ecuador is making great progress, and the declaration of inclusive insurance principles for the local market resulting from the ICII 2025 demonstrates the impact of this annual event.”
Patricio Salas, Executive Secretary of FEDESEG said: “This has been a valuable space to learn, plan, and prepare for action. Today, we take an important step with the agreement and symbolic signing of the five guiding principles for inclusive insurance in Ecuador – a commitment that reflects our collective will to build a more accessible, empathetic, and supportive market. We have strengthened an ecosystem that brings together the public sector, private sector, and civil society around a common purpose: to promote more inclusive insurance that protects all people. The commitments we have made inspire us to continue working together, with determination, to close the protection gap and contribute to the well-being and development of our society.”
Lorenzo Chan, Chair of the Board of the Microinsurance Network (MiN) and President and CEO of Pioneer Inc added: “It is vital that people who have made or are making economic progress be protected against the need to start all over again each time a loss occurs. Accessible, affordable insurance cushions the blow and helps absorb the shock. This is what inclusion is about. This is the impact it can have and the empowerment it can bring.”
Steven Biganiro, Director General of Capital Markets and Investment Schemes, Ministry of Finance and Economic Planning (MINECOFIN) said: “The ICII 2025 reinforced the importance of a collective action in shaping a more inclusive global insurance landscape that empowers vulnerable communities, strengthens resilience against shocks, and ensures that every individual, regardless of income, can face the future with greater confidence and security.”
6. VIKING delivery
VIKING Life-Saving Equipment, a provider of maritime safety solutions and supplier of high-performance vessels for professional applications, has signed a contract with Tolletaten (the Norwegian Customs Service) to deliver a new fleet of cutting-edge patrol and fast response craft.
The new vessels will strengthen Tolletaten’s maritime capabilities and support its law enforcement and inspection duties in Norwegian waters.
The agreement covers the delivery of four VIKING Norsafe boats including one Marathon S-900, powered by twin 350 HP Mercury engines, and three Munin S-1400 patrol boats, each equipped with triple 500 HP Mercury engines. Combining speed, control and endurance, the boats are purpose-built for demanding professional operations. Deliveries are scheduled for 2026 and 2027, with options for additional vessels. The total contract value is approximately NOK 43 million.
“We would like to commend Tolletaten for a procurement process that has been both thorough and constructive, with valuable input from users and clear dialogue throughout,” says Eirik Møllergaard, Sales Manager at VIKING Life-Saving Equipment. “Succeeding on this tender is a recognition we value highly, and we look forward to delivering vessels that will support Tolletaten’s important work in Norwegian waters.”
Designed for speed, control and reliability, the VIKING Norsafe Marathon and Munin series are purpose-built for professional maritime operations. Their advanced hull designs, combined with powerful Mercury propulsion systems, ensure rapid acceleration and precise manoeuvring in challenging sea conditions. Both models feature shock-mitigation technology and flexible deck layouts to support maritime law enforcement and patrol operations, where endurance and crew safety are paramount.
7. Dry dock support
Marine technology company Alfa Laval UK is strengthening its dry dock support for shipowners and operators with customised pre-docking audits and tailored spare parts solutions to boost efficiency and optimise vessel performance.
Alfa Laval UK aims to support shipowners with drydocking by helping them identify the kits and parts required for maintenance, whether these are unique to each vessel or pre-identified kits, enabling smarter planning, faster turnaround, and longer fleet uptime.
A major focus will be providing condition audit services up to six months before docking. “By auditing systems months before docking, we can spot issues early, plan ahead, and prevent costly surprises,” said Ezgi Sezen, UK Marine Services manager.
“As ships become more complex and budgets tighten, this level of foresight is essential in keeping vessels’ uptime at a maximum.”
Each audit will provide a detailed condition overview of equipment, from corrosion checks to upgrade recommendations, allowing Alfa Laval teams to build a tailored service around four months before a vessel docks. This will ensure that spare parts, engineering services, and logistics can be prepared months in advance of a vessel’s arrival.
Alfa Laval provides a list of spare parts tailored to each customer’s needs, as identified through prefilled questionnaires or service assessments. For certain equipment, Alfa Laval also offers pre-identified kits available in three levels:
– Basic: a focus on essential, safety-critical parts.
– Standard: add overhaul spares for comprehensive maintenance.
– Plus: for operators with tight schedules/short port calls needing extensive spares onboard
“With the right parts and expertise in place and ready the moment a ship docks, that planning can turn time saved into operational revenue advantage for shipowners,” added Sezen.
“Rather than becoming another cost-driven necessity, dry-docking becomes a strategic opportunity to enhance performance, ensure regulatory compliance and extend equipment life.”
For more information see https://www.alfalaval.co.uk
8. Safety initiative
Harren Group, one of Germany’s leading ship-owning and maritime logistics specialists, will partner with maritime technology pioneer Orca AI to strengthen navigational safety and operational efficiency for their newbuild heavy-lift vessels (HLVs), multipurpose vessels (MPVs), deck carriers and bulkers.
“Our new Orca vessels are equipped with innovative, ultra-efficient engine and propulsions systems, enabling emission-neutral operations. Now, we’re taking it a step further by integrating Orca AI – a cutting-edge situational awareness system that enhances safety, reduces fuel consumption and supports smarter, more sustainable operations at sea,” said Nils Aden, Managing Director at Harren Group.
“Our partnership with Orca AI will help us build an even stronger foundation for safety. We can now measure navigational behaviour in ways that weren’t possible before, ensuring that our crews and fleet managers are aligned around data, not assumptions,” he added.
The collaboration targets a reduction in actual and close encounters and near-misses – one of the company’s top operational KPIs. Orca AI’s operations platform combines the SeaPod digital lookout onboard with the FleetView analytics dashboard ashore, creating a continuous data loop between bridge and fleet management.
The SeaPod’s real-time visual and thermal detection helps bridge teams identify risk earlier and act proactively to prevent close-quarters situations. FleetView aggregates navigational event data to give shore offices measurable insight into bridge behaviour, enabling performance benchmarking, trend identification and focused crew training. Recorded video and event data also support post-voyage reviews and continuous learning.
9. Seafarer strain
The latest Seafarers Happiness Index (SHI) from The Mission to Seafarers reveal a significant downturn in seafarer wellbeing, raising concerns about worsening working and living conditions at sea after a period of encouraging improvement earlier this year. The average happiness level among seafarers fell to 7.05 out of 10 in the third quarter of 2025, a sharp decline from 7.54 in the previous quarter.
These results mark a widespread drop across nearly every aspect of life at sea, with only digital connectivity showing any improvement, and a reversal of the positive momentum seen in mid-2025. The data shows deterioration in key areas such as wages, health, training, food quality and workload management. According to the results, this downturn reflects systemic challenges that continue to undermine morale, safety, and retention across the global fleet.
Professional development recorded the steepest drop, indicating growing dissatisfaction with compliance-driven learning that often replaces genuine mentorship and skills transfer. Wages, health and exercise, and workload management also fell sharply, while food quality and welfare facilities ashore declined due to cost pressures and limited access.
Crew interactions, historically the most resilient and highest-scoring area, also weakened, suggesting that the cumulative pressures of maritime work are now affecting even the strongest bonds on board.
Ben Bailey, Director of Programme at the Mission to Seafarers: “These results are a clear warning sign. Seafarers are telling us that mounting operational pressures, growing administrative burdens, and ongoing crew shortages are taking a serious toll on their wellbeing across the globe. This is an issue the entire industry must address. Seafarers need our compassion, support, and advocacy. Without meaningful action, the maritime sector risks deepening its recruitment and retention crisis, with far-reaching consequences for safety, sustainability, and the stability of global trade.”
The only positive indicator was a small but welcome increase in digital connectivity. Seafarers consistently emphasised that reliable internet access remains essential for maintaining family relationships and supporting mental health. However, many respondents noted significant disparities between vessels, with some crews enjoying robust connections while others still struggle with high costs and limited data.
Seafarers report manning levels are too low, administrative tasks have increased dramatically, and fatigue management remains a major unresolved issue. Many respondents described feeling stretched beyond sustainable limits, with rest-hour violations reportedly commonplace and documentation requirements overshadowing actual safety practices. Some likened their ships to “floating prisons,” as opportunities for shore leave continue to decline due to shorter port stays, restrictive regulations and prohibitive transport costs.
Economic pressures are also taking their toll. Seafarers described stagnant wages that fail to reflect rising responsibilities and inflation, while victualling budgets have not kept pace with soaring food prices. Comments about food being “too much but not tasty” captured the frustration of crews seeking both nourishment and comfort in one of the few pleasures available at sea. Meanwhile, the steep drop in health and exercise scores suggests that operational demands are leaving little time for rest or physical activity, with many reporting chronic fatigue and mounting stress.
Despite these challenges, the Index also captured the enduring resilience of those who work at sea. Many respondents expressed pride in their profession and gratitude for strong relationships among their crews. Nevertheless, the overall picture remains troubling. The breadth of decline across nearly all areas of wellbeing suggests that operational and economic pressures are overwhelming the gains achieved earlier this year.
Thom Herbert, Regional Lead, Asia & Crew Welfare Advocate, Idwal, commented: “This quarter’s report paints a vivid picture of the pressures facing crews; from rising workloads and administrative demands to fewer opportunities for rest and recovery. Yet it’s encouraging to see continued progress in areas like connectivity, which shows how investment in people can have a real impact. At Idwal, we see daily how vessel quality and crew wellbeing are closely linked, and the Seafarers’ Happiness Index continues to be an invaluable reminder that supporting those at sea is not just a moral duty, but essential to a safe and sustainable maritime industry.”
Yves Vandenborn, Head of Loss Prevention Asia-Pacific, NorthStandard, added: “This quarter’s report once again outlines the systemic challenges experienced by crew. These industry wide challenges are problematic for individual owners to address. At NorthStandard, we are committed to supporting our members in shaping the future of the maritime industry through targeted crew wellbeing initiatives and industry partnerships. Only by working with partners in the entire maritime ecosystem can we hope to address these systemic issues. On a human level the report once again highlights the vital role relationships play at sea—practical, in-person training and mentorship not only build competence but also foster a deeper sense of connection among crew on board.”
To read the full findings from the Seafarers Happiness Index report for Q3 2025, see the Mission to Seafarers website.
10. BIFA awards
Some 33 freight forwarding companies have been shortlisted as finalists for the nine service categories of this year’s British International Freight Association’s Freight Service Awards, with seven of them making the finalist shortlists in more than one category.
Those shortlisted in the nine service categories of the awards, which are now in their 37th year, are as follows:
Air Freight Forwarder of the Year (sponsored by IAG Cargo): Atlantic Pacific Global Logistics, James Cargo Services, KLN Freight, and Pro-Logist.
Customs Compliance Services (sponsored by CNS): ALS Customs Services, EV Cargo Global Forwarding, Samphire Cargo, Seafast Logistics, and UK Customs Solutions.
European Logistics Forwarder of Year (sponsored by TT Club): Brunel European, JPM Future, Simpex, and Transportify.
Extra Mile (sponsored by Descartes): Carousel Logistics, Efret, James Cargo Services, Mercury Freight, and UPS SCS.
Project Forwarding (sponsored by BT): Deugro, DHL Global Forwarding, DFDS, and Killick Martin & Co.
Sea Freight Forwarder of the Year (sponsored by Port Express): Denholm Good Logistics and KLN Freight.
Staff Development (sponsored by Albacore Systems): Ital Logistics, Metro Shipping, Neon Freight, Pro Carrier, and Unsworth UK.
Sustainable Logistics & the Environment (sponsored by American Airlines Cargo): Baxter Freight, Carousel Logistics, DFDS, and Freight Systems Express (Wales).
Value-Added Services (sponsored by Menzies LLP): Elite Logistics Consultants, HSM Global, IFE Global Group, and Uniserve.
In the two award categories for individuals, the finalists in the Apprentice of the Year category, sponsored by World Insurance Services Inc, are Dylan Cheesman, Unsworth UK; Joseph Duffy, Metro Shipping; Joseph Findlay, DHL Global Forwarding; Nathan Brooks, Unsworth UK; Peter Boyd, DHL Global Forwarding; and Veronika Litterova, Avocet Clearance Ltd.
In the Young Freight Forwarder of the Year category, sponsored by Virgin Atlantic Cargo, the following have been revealed as finalists: Josh Harbottle, cargo-partner; Nathan George, DSV; Rachel Townsley, Gravitas Worldwide; Mitchell Ward-Broadfield, Rohlig.
The finalists in each category will now go forward to the final round of judging with winners due to be announced at the BIFA Freight Service Awards Ceremony on Thursday 15th January 2026.
For further information visit the BIFA website https://www.bifa.org/awards
11. OCIMF campaign
The Oil Companies International Marine Forum (OCIMF) has launched a Focused Inspection Campaign (FIC) under its SIRE 2.0 tanker inspection programme aimed at reinforcing maritime security readiness across the global tanker fleet.
The initiative comes in response to increasing geopolitical tensions, regional conflicts, and evolving security regulations that directly impact crew welfare, safety, and operational continuity.
The campaign, commenced on 1 October 2025, will run for a minimum of six months, and focuses on ship staff’s familiarity with company procedures and plans for vessel hardening, as well as their understanding of the SIRE 2.0 question 7.2.1 – Ship hardening and access control. Inspectors will address this question during every SIRE 2.0 inspection conducted throughout the campaign period, regardless of where the vessel operates.
Through this campaign, OCIMF seeks to verify that Masters and ship staff understand and can apply company procedures for hardening their ships when operating in areas of increased maritime threats, and to ensure plans and equipment used for ship hardening are effective and well-maintained. An interim review will take place in February 2026, when OCIMF will assess preliminary findings and provide further guidance or updates as necessary.
In the year since the launch of SIRE 2.0 24,000 tanker inspections have been conducted across the global tanker fleet. Findings from the campaign will be analysed to identify trends and common challenges across the industry. OCIMF may issue recommendations or updates to inspection protocols based on the results and the data will feed into OCIMF’s Maritime Security Committee’s publications and advocacy work, supporting continuous improvement in security and compliance guidance.
OCIMF encourages all operators, ship managers, and crews to review their company procedures and ship hardening plans to ensure they remain robust, effective, and fully implemented.
“Security at sea begins with preparedness and familiarity,” said Dave Cudbertson, Programmes Director at OCIMF. “This campaign reinforces the importance of well-trained crews and effective company procedures in maintaining safety and resilience in a complex global environment.”
Russel Pegg, OCIMF Security Advisor, added: “Running a Focused Inspection Campaign through SIRE 2.0 will provide evidence of vessel and crew preparedness against a range of maritime security threats and enable OCIMF to further support industry with updated best practices and guidance. With a changing maritime security landscape it is of paramount importance vessels are correctly hardened and crew familiar, and drilled, with the appropriate operational response. This is underpinned by the guidance in Best Management Practices (BMP) Maritime Security and related publications.”
12. Methane abatement
Daphne Technology and Maran Gas, part of the Angelicoussis Group, have announced the conclusion of their joint pilot project that marked the first deployment of SlipPure Plasma-Catalytic Methane Slip Aftertreatment system on board the commercial LNG carrier, the Maran Gas Chios. The pilot reflects the commitment of both companies to explore innovative solutions for reducing methane emissions from shipping.
Methane slip, the unburned methane released from dual-fuel marine engines, remains a key challenge for LNG-fuelled vessels. Addressing this challenge is essential to unlock the full potential of LNG as a lower-emission marine fuel. Daphne Technology’s SlipPure system, designed to abate methane directly from exhaust gases, was retrofitted on board the vessel to test the feasibility of this approach under real operating conditions.
During the trial, Daphne Technology achieved reductions of up to 4 ± 2 g/kWh methane slip, demonstrating that plasma-catalytic-based abatement is possible on board an LNG carrier. These results represent a first step in validating the technology at sea and provide critical insights for the next phase of development.
By taking part in this pioneering initiative, the Angelicoussis Group has demonstrated its role as an early adopter willing to support the testing of first-generation technologies and decarbonise the maritime industry. Allowing the installation and operation of a first-of-a-kind (FOAK) technology on a vessel in commercial service required a clear commitment to advancing solutions that benefit the wider industry.
Ivan Raleff, Managing Director of Daphne Technology in Switzerland, said: “This was the first time SlipPure Plasma-Catalytic system has been deployed on a ship. It represented a bold step into uncharted territory, and the opportunity to conduct the trial has given us invaluable insights into how methane abatement systems behave in real-life maritime environments. These learnings are fundamental to the next phase of product development, and we are deeply grateful to the Angelicoussis Group for their openness, trust and support in enabling this milestone pilot.”
Andreas Spertos, Technical Director at Maran Gas Maritime Inc., commented: “Methane slip reduction is an inherent challenge for engines running on gas. When combined with the adversities of the marine environment, the challenge becomes exponentially more difficult. The successful demonstration onboard Maran Gas Chios is a landmark methane abatement technology trial. Together with Daphne, we successfully performed the test, verified the potentials, and identified improvements that will support the continuous development of this promising technology.”
The collaboration underlines the importance of partnership in tackling methane emissions. Both companies highlight the value of the insights generated, which will guide further innovation and help reduce risks for future deployments.
The pilot project also illustrates the broader role of early adopters in the energy transition. By taking on risk and providing operational platforms for emerging solutions, companies like the Angelicoussis Group accelerate the development of technologies that may become critical in reducing emissions from hard-to-abate sectors such as shipping.
The SlipPure Plasma – Catalytic system, in conjunction with Daphne Technology’s already commercialised PureMetrics emissions monitoring platform, continues to be developed with the aim of offering scalable methane abatement solutions for both land-based and marine applications.
13. Wind power
The Floating Offshore Wind Power Technology Research Association (FLOWRA) of Japan and Nippon Kaiji Kyokai (ClassNK) have signed a Memorandum of Understanding to explore technology development cooperation in the field of floating offshore wind. FLOWRA and ClassNK will explore the possibilities of collaboration in floating offshore wind development.
Masakatsu Terazaki, Chair of FLOWRA Board of Directors commented: “ClassNK is a globally respected classification society with a long history and proven achievements. It has consistently contributed to maritime safety, the protection of human life, and the preservation of the marine environment. In recent years, it has taken on a key role in promoting a carbon-neutral society by providing impartial inspection and certification services in the renewable energy sector, including offshore wind.
“Since FLOWRA was founded, we have built a strong working relationship with ClassNK through technical exchanges and expert advice on the development and standardisation of floating offshore wind technologies. Signing this formal agreement strengthens our partnership and supports the advancement of technology and its early integration into society.”
Hayato SUGA, President & CEO of ClassNK added: “The development of technologies, standards, and specifications that FLOWRA aims to establish as a common foundation for floating offshore wind power will play a vital role in the large-scale deployment and industrialization of floating offshore wind power in the future. We fully endorse this objective and have consistently worked with FLOWRA, and, and we are honored to formally conclude a Memorandum of Understanding (MoU) with FLOWRA.
“ClassNK has been engaged in the field of floating offshore wind power to promote its safe implementation in society, including involvements in Wind Farm Certification, class registration, and Marine Warranty Survey for demonstration projects off the coasts of Fukushima, Goto, and Kitakyushu (cities in Japan) as well as in the formulation of standards in cooperation with the Government of Japan. Leveraging the knowledge and experience we have accumulated through these activities, we will work together with FLOWRA to contribute to technological development, standardization, and the accelerated social implementation of floating offshore wind power
14. Baltic move
The Baltic Exchange, in partnership with TAC Innovation, has officially launched the extended Baltic Air Freight Spot Indices (BAI Spot) to include a comprehensive set of routes originating from Hong Kong, India and Korea.
These are the first-ever daily spot air freight indices developed under the UK Financial Conduct Authority’s (FCA) benchmark guidelines, using the Baltic’s established methodology with panellist assessments to ensure greater data integrity and market confidence.
Built on the Baltic’s 40 plus years of ocean freight benchmarking expertise and developed with input from leading airlines and freight forwarders, BAI Spot provides a daily, independent assessment of spot air cargo rates. The indices are designed for settling index-linked physical contracts (ILAs), price benchmarking, and risk management solutions (such as futures and derivatives), offering stakeholders a credible and consistent measure of market performance.
As air cargo continues to play a prominent role in maintaining supply chain resilience, particularly for pharmaceuticals, electronics, apparel and e-commerce sectors, BAI Spot Indices deliver much-needed clarity in a historically opaque market, and come at a time of fluctuating demand, capacity constraints, and shifting global trade routes.
With the new routes now live, there are plans in place to extend coverage to more airports in Asia as well as Europe and the Americas, reflecting the shifting dynamics of global supply chains.
BAI Spot is increasingly recognised by airlines, freight forwarders and multinational shippers as the foundation for next-generation air freight risk management instruments. They are already being used to benchmark contract negotiations, assess rate movements and support hedging discussions, demonstrating their practical value in real-world decision-making.
“The collaboration with TAC Innovation on BAI Spot marks a significant step forward in building a transparent and data-driven framework for the global air cargo market,” said Mark Jackson, CEO of Baltic Exchange. “For the first time, the industry has an FCA-regulated benchmark that reflects true market conditions. This development is about bringing the same level of transparency seen in other major transport and commodity markets to air freight and enabling better decision-making across the global supply chain. The launch reflects strong industry engagement and a growing recognition of the value our benchmarks bring to operational and financial decision-making.”
John Peyton Burnett, Founder and Managing Director of TAC Innovation, said, “The extension of BAI Spot reflects the value of bringing much-needed transparency to the air cargo market. This is just the beginning, not only for BAI Spot but also for TAC Innovation. While we’re known for the neutral, transparent and precise data that TAC Index delivers to the industry, we’re expanding our suite of risk management information services and subscription models to broaden and democratise tools for air cargo risk management. We believe there is significant scope to make air cargo more efficient for all market players, and are actively working with the industry to innovate new solutions to solve critical pain points.”
15. Onboard storage support
ClassNK has released Guidelines for Onboard CO2 Capture and Storage Systems (Edition 2.0) which considers onboard CO2 capture systems (OCCS) using membrane separation methods which are expected to be applicable to a wide variety of vessel types.
Not only fuel transition, but interest in capturing CO2 from ships’ exhaust gas is growing as a way to reduce GHG emissions, and the development of onboard systems for capturing and storing CO2 is being undertaken. In 2023, ClassNK published the first edition of the ‘Guidelines for Onboard CO2 Capture and Storage Systems’ which outlined requirements for OCCS using a mine absorption method.
In the newly issued Edition 2.0, the guidelines have been expanded to include requirements for OCCS using membrane separation methods which have lower energy requirement compared to amine absorption methods and do not require a permanent supply of amine solution.
In addition to that, ClassNK has reorganized the fundamental functional requirements for OCCS, extracted the common requirements across different capture methods, and compiled them into a set of generic requirements that should apply regardless of the specific capture method.
The guidelines are available to download via ClassNK’s website https://www.classnk.com for those who have registered for the ClassNK ‘My Page’.
16. Missing the cancelling data
In HFW’s Freight on Friday comment, Brian Perrott and Patrick Knox, partner and legal director look at the Norwegian Saleform 2012 and the issue of damages available to a buyer where his seller misses the cancelling date.
“Affirming what appears to be an established industry view, a recent English Court of Appeal decision* has held that a buyer can claim so-called “loss of bargain damages” under clause 14 of the Norwegian Saleform 2012 in the event of a failure by his seller to give notice of readiness (or to validly complete a legal transfer) by the stipulated cancelling date, leading the buyer to cancel the contract, where this failure is due to the sellers’ proven negligence – even in the absence of what lawyers style a “repudiatory breach” (a breach of a condition of a contract, or otherwise a serious breach going to the root of the contract, substantially depriving the innocent party of the benefit they expected to receive).”
“Loss of bargain damages” compensate a buyer for loss where the market has risen, such that the market price at the time of cancellation exceeds the contract price.
“Ordinarily such damages would only be recoverable in the event of a repudiatory breach. In the present case,there was a failure by the seller to exercise reasonable diligence to deliver the vessel, but there was no repudiatory breach, the seller’s conduct not being something that would have led a reasonable person to conclude that the seller no longer intended to be bound by the contract.
“Although not itself necessary or sufficient to justify the Court of Appeal’s decision, the Court held that clause 5 of the Norwegian Saleform 2012 did impose on a seller an implied obligation to exercise reasonable diligence to deliver the vessel in question by the cancelling date (rather than simply providing a remedy for the buyer where this didn’t happen). Not a strict or absolute duty to deliver by this date, but a qualified obligation to do so, namely to exercise reasonable or due diligence.
“On the facts of the case, in breach of that obligation there had been a negligent failure by the seller to be ready by the cancelling date, such as to entitle the buyer to compensation for its loss.”
But the question then was: exactly what loss, HFW Freight on Friday asks.
The central point was whether, when the buyer did then cancel, that was to be equated to a case of non-delivery. If it was, then the normal measure of damages for non-delivery – the difference between the contract price and any higher market price, as set out in section 51(3) of the Sale of Goods Act 1979 – should apply.
The Court of Appeal held that this was to be equated to a case of non-delivery, such that the buyer could recover loss of bargain damages.
It was fortified in that view by considering separate legal authority dealing with the corresponding right given to the seller under clause 13 of the Norwegian Saleform 2012 to cancel the contract in the event of non-performance – in particular, non-timely payment – by the buyer.
That authority supported the entitlement of the seller to claim loss of bargain damages even in the absence of a repudiatory breach by the buyer, and the Court observed that, on the basis of an assumption that the Saleform was intended to operate even-handedly between seller and buyer, an entitlement of the former to cancel and claim loss of bargain damages under clause 13 should logically be matched by a similar entitlement of the latter under clause 14.
On one view, the Court’s decision may appear inconsistent with the ordinary position of loss of bargain damages not being recoverable absent a repudiatory breach, there having been no such breach by the seller in the case. But contracting parties can nevertheless make express provision as to the consequences of termination of a contract, the question then being the true construction of the relevant provision. Suffice to say the Court’s decision relates only to the particular terms of the Norwegian Saleform 2012, without any wider relevance to when a claim for loss of bargain damages might be maintainable.
* Orion Shipping and Trading LLC v. Great Asia Maritime Ltd, [2025] EWCA Civ 1210
Notices and Miscellany
ICHCA appointment
International Cargo Handling Association (ICHCA) has a new chair. Australian Scott McKay has been elected, effective 30 September.
With members from the port, terminal, shipping and cargo handling community throughout the world, ICHCA remains committed to improve the safe working environment of all those handling cargo throughout the international maritime supply chain.
The appointment of McKay, a veteran with nearly forty years’ experience of supply chain management is seen as reinforcing that mission, particularly regarding the Association’s attempts to disseminate safety performance data and innovations to cargo handlers and the broader industry. McKay commented, “I see that ICHCA has a fantastic opportunity to further develop gathering, analysing and sharing safety data and best practice to help improve safety decisions and cultural change along and across the cargo supply chain.”
McKay joined a state chapter of ICHCA Australia seven years ago. He was appointed Chair and became a member of the international board in November 2023. Formerly a chartered accountant at KPMG and a principal at Aurecon, a design and delivery global infrastructure consultancy, he has vast experience in the supply chain industry, including senior roles in Europe, Asia and Australia as CEO in warehousing and road transport, container rail and intermodal and bulk port operations.
Currently, as founder and chief executive of Flywheel Advisory, he helps organizations and businesses using supply chain as a differentiator to drive profitability and service levels. He is also CEO of T Ports, a bulk grain handler that develops and operates bulk ports and transhipping operations for global grain traders in Australia. T Ports provides innovative solutions for bringing deep seaports closer to the grain grower.
McKay replaces John Beckett who steps down as Chair after 18 years of service, including eight as Chair. “I believe Scott is a highly appropriate professional to be taking on the role of ICHCA Chair. He inherits a membership which is growing rapidly and has diverse members of all sizes and nationalities that share a common goal to maintain, and where possible improve safety regimes for all operators in the industry. I wish him and the ICHCA community every success in the future.”
NorthStandard appointment
NorthStandard has announced Michael Hustler as its new Head of Asia Pacific with a formal start date of 27th October. Located in Singapore, Hustler will take responsibility for NorthStandard’s day-to-day business operations across the Asia Pacific region, working closely with local teams to deliver and develop services to members. He will also ensure regional initiatives align with the club’s overall priorities, reporting to NorthStandard Chief Strategy Officer, Ed Davies.
IMCA seminar
The International Marine Contractors Association (IMCA) will host Seas of Change: Marine Policy and Regulatory Updates for Offshore Shipping in Amsterdam on 12 November 2025, marking the first external industry seminar following the International Maritime Organization’s (IMO) decision to postpone adoption of its proposed Net Zero Framework (NZF) for one year.
Confidentiality in arbitration
LSLC and 4 Pump Court will be holding a webinar on confidentiality and disclosure in arbitration.
New ICHCA member
New ICHCA member Strata Worldwide is a leader in port safety is s specialist in the use of smart technologies, including remote sensors and monitoring.
Transforming documentation
Are manual spreadsheets and inconsistent data slowing down your operations?
Join Veson, OSM Thome, and Star Bulk as they share how their teams are transforming vessel documentation and inspection readiness through centralized, cloud-based systems on November 11. For more details see the Veson Nautical website.
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
Computer Terms
State-of-the-art –
Any computer you can’t afford.
Obsolete –
Any computer you own.
Microsecond –
The time it takes for your state-of-the-art computer to become obsolete.
GUI –
What your computer becomes after spilling your coffee on it. (pronounced “gooey”)
Keyboard –
The standard way to generate computer errors.
Mouse –
An advanced input device to make computer errors easier to generate.
Floppy –
The state of your wallet after purchasing a computer.
Portable Computer –
A device invented to force businessmen to work at home, on vacation, and on business trips.
Disk Crash –
A typical computer response to any critical deadline.
System Update –
A quick method of trashing ALL of your software.
Thanks for Reading the Maritime Advocate online
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.
