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IN THIS ISSUE
1. Past lives
2. IMO Council
3. Third party data
4. Weather operations
5. Battery innovation
6. Funding round
7. Live testing
8. Human factors
9. Eco-anxiety
10. Pay to be paid
11. Red Sea return
12. STCW
13. All about ports
Notices & Miscellany
Readersโ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Past Lives
By Michael Grey
At a certain time in oneโs life, you begin to appreciate a good obituary. Not necessarily of a life well lived, as there can be much interest in learning about the life of a thorough blackguard, or someone whose stars have never been altogether in the ascendant.
The late author John Winton wrote naval obituaries for many years in the Daily Telegraph and as a former submarine engineer was a past master at disinterring, with equal expertise, the lives of Sea Lords and officers who never made it to a brass hat. He, figuratively speaking, knew where all the bodies were buried in a naval career, of how one fatal decision, or an excessive glass of gin, a single fiercely expressed opinion or a grudge going back to teenage years, brutally ended a flight into the naval firmament.
It is still a pleasure to โread between the linesโ in any obituary, civil or military, where you discern that some deceased person who had been respected for his strict discipline had been somebody you never wanted to sail with twice. This past rainy December weekend has offered a plethora of interesting obituaries, with the very final issue of the โDog Watchโ which has been for the last century, the magazine of the Old Worcester association. HMS Worcester, it might be recalled, was the famous training ship that sat at her moorings in the Thames and prepared many generations of teenagers for a life at sea. It has been some fifty years since, along with several other establishments facing the melt-down of the British merchant marine, she ceased to exist, but old loyalties and friendships made, live on.
Reading a series of OW obituaries, one after another, it struck me just what interesting lives that they had led after they had gone off to sea in shipping companies and during their subsequent careers. The first book written by the celebrated maritime historian Peter Padfield was entitled โThe Sea is a Magic Carpetโ and that simple phrase summed up just what a good preparation it is for life in general. There was a huge variety in the lives lived by these people. Some had long careers afloat and in shipping management, while others came ashore to a whole variety of different ways of making a living.
There were merchant bankers, airline captains, restaurant and pub proprietors, accountants, pilots and harbourmasters, pioneers in the container revolution, shipbrokers; the list went on and on. The one common feature in almost all of these varied and sometimes very long lives, was something of a sad reflection of our British maritime industry; just about every shipping company that accepted these young would-be officers has long disappeared. And there were famous names here, because those training ships tended to send their youngsters to the crรจme de la crรจme of maritime enterprise. With very few exceptions, they have all gone. Just the other day somebody asked me why these companies just faded away, when sea transport itself has flourished, as have plenty of others.
Why was there no British Maersk, Evergreen, MSC, giant Japanese, or mighty Greeks or BW? Why did these famous names that are no more, just give up the will to live in the latter half of the 20th Century? There are plenty of explanations, some sympathetic and alluding to the geo-political earthquakes of the 1970s and the capital intensity of scale economics and technical change. Others are downright cruel, suggesting that the breed of university-educated, โmerchant princesโ all obsessed with taking hitherto private enterprises public and in thrall to the City of London had a lot to do with the extinction of some very famous names.
This generation lacked the resilience of its forebears, operating in a cyclical, derived-demand sector and found it easier to sell ships than invest in them, because that is what those who traded in shares liked. And then, there was nothing left to sell. Perhaps it was the weekend reading, but we perhaps should not conclude on an altogether gloomy note. Another OW (although happily still flourishing in his Australian home) is Captain Peter Hay, for many years a Barrier Reef pilot, who has just published a book about his own fascinating and varied career. The title โFrom Icebergs to Crocodilesโ sums it up rather well, taking in a life that has seen adventures in conventional cargo liners, Antarctic research vessels, rackety coasters in the rivers of New Guinea and much more. One felt much more positive, even in the December rain, after reading that.
Michael Grey is former editor of Lloydโs List.
2. IMO Council
The IMO Assembly has elected the following Member States to serve on three categories of the IMO Council at the end of November.
Category (a): 10 States with the largest interest in providing international shipping services: China, Greece, Italy, Japan, Liberia, Norway, Panama, Republic of Korea, United Kingdom of Great Britain and Northern Ireland , United States of America.
Category (b): 10 States with the largest interest in international seaborne trade:Australia, Brazil, Canada, France, Germany, India, Netherlands ,Spain ,Sweden, United Arab Emirates
Category (c): 20 States not elected under (a) or (b) above, which have special interests in maritime transport or navigation and whose election to the Council will ensure the representation of all major geographic areas of the world:โฏ Bahamas, Belgium, Chile, Cyprus, Egypt, Finland, Indonesia, Jamaica, Malaysia, Malta, Mexico, Morocco, Nigeria, Peru, Philippines, Qatar, Saudi Arabia, Singapore, South Africa, Turkey.
The newly elected Council met for its 136th session on 4 December to elect its chair and vice-chair for the next biennium.โฏ
3. Third party data
A single technical error by an uninsured subcontractor has resulted in a US$70,000 settlement and prompted International Transport Intermediaries Club (ITIC) to warn ship surveyors of the financial exposure they face when relying on third-party data without contractual protection.
The dispute arose after a marine surveyor was appointed by a prospective buyer to confirm that a commercial fishing vessel met the requirements of the relevant maritime safety authority. As part of the survey, the surveyor instructed a third-party naval architect to provide technical information needed to calculate the shipโs freeboard. The data supplied was wrong, which led the surveyor to report the wrong freeboard and conclude that the vesselโs recorded lightweight in the existing stability book was inaccurate.
Mark Brattman, Claims Director at ITIC, said: โSurveyors rely on a wide range of technical data and much of it comes from third-party specialists who work on a subcontracted basis. When that information is wrong, the surveyor may be left carrying the liability, particularly where the subcontractor has no insurance of their own. This case shows how quickly a simple error can escalate into a claim that includes indirect losses.โ
As a result of the incorrect information, the surveyor advised the buyer that the vessel required a full re-survey before it could enter service. In reality, the stability documentation was accurate. The buyer subsequently incurred the cost of the unnecessary second survey and missed three fishing trips while awaiting clearance, leading to claims for both the survey expense and the loss of income during the delay.
ITIC assessed whether earnings from those missed trips could be claimed and considered the possibility that a court might decide the surveyor was responsible for profit loss that could have been anticipated.
The situation was made more difficult by the fact that the naval architect responsible for the incorrect data had no insurance and no formal contract with the surveyor, leaving little chance of recovering any contribution. The claim was eventually settled for US$70,000, covering the cost of the second survey and an agreed amount of the lost income.
โMany standard trading conditions exclude liability for consequential losses, such as loss of profits, but in this case, the surveyor was not operating under any such terms. Surveyors should check the credentials and insurance position of any subcontractors they work with and ensure their own terms include a limit on liability, an exclusion for consequential losses, and potentially an exclusion that states the surveyor is not responsible for inaccuracies in third-party information they have reasonably relied upon, all of which should be agreed in writing. It is also important to take care when advising buyers about follow-up surveys and the operational impact of those recommendations. Clear documentation and robust contracts remain central to reducing the risk of costly disputes,โ Brattman added.
ITIC has recently updated its recommended standard trading conditions for surveyors and consultants and can assist members in incorporating these into their contractual arrangements.
4. Weather operations
The safety and efficiency of offshore oil and gas operations have always depended on the weather โ but today operators are navigating far more volatile conditions, in deeper waters and harsher environments than ever before. In this new operating reality, data-driven weather intelligence is becoming a powerful enabler, helping companies stay ahead of fast-changing conditions and make confident decisions as operational windows tighten, says StormGeo.
โOffshore operators are seeing a clear trend: more frequent, more intense, and less predictable weather across every major basin,โ says Alan Binley, StormGeoโs Global Industry Manager Offshore Oil & Gas. โThat variability is reshaping how the industry plans, executes, and safeguards offshore operations.โ
Deep-water production platforms, drilling rigs, and offshore fleets face amplified safety and performance risks as weather uncertainty grows. Storm-driven shutdowns, crew transport limitations, and structural stresses from high seas, icing, and tropical systems now occur with greater regularity, putting pressure on production schedules and operational budgets alike.
โWith weather becoming more extreme, offshore teams need to factor these conditions into every facet of planning,โ Binley explains. โDoing so not only protects personnel, it also helps optimize exploration, construction, and production timelines while avoiding costly disruptions.โ
Greater weather variability is shrinking planning horizons and tightening safety windows for lifts, personnel transfers, construction work, drilling operations, and maintenance campaigns. That means the industry must operate with far more precision to avoid unexpected delays and budget overruns.
Rapid weather swings โ whether sudden squalls, mesoscale convective systems, or sharp sea-state shifts โ demand continuous, real-time monitoring to ensure vessels and assets stay within safe operating limits. Even small deviations in storm tracks or intensity can significantly influence evacuation decisions, mooring integrity, and production downtime, especially as exposure to tropical cyclones and severe storms increases.
Asset and regulatory challenges
These challenges intensify as new asset types gain prominence. Floating installations, FPSOs, walk-to-work gangways, and hybrid vessel fleets (CSVs, SOVs) each respond differently to motion, heave, and wave directionality, requiring more refined thresholds and insights.
Layered onto this is rising regulatory and ESG scrutiny, with operators expected to demonstrate transparent decision-making, top-tier safety performance, and more efficient fuel usage across their marine operations.
โPut simply, volatility leaves far less margin for error,โ Binley says. โThat makes predictive accuracy and decision support more essential than ever.โ
Beyond safety, weather predictability carries major commercial weight. Optimal weather windows are central to planning installation campaigns, maintenance schedules, shuttle tanker offloading, seismic surveys, and other marine operations that can quickly rack up vessel costs when delayed.
Tapping into weather intelligence
Yet despite its increasing influence, weather remains one of the least optimized data streams offshore โ a gap with enormous potential. โWeather intelligence can be transformative,โ Binley says. โIt leverages high-quality data and AI analytics to support earlier decisions, tighter operating windows, and lower risk thresholds. Itโs an operational multiplier for offshore oil & gas.โ
This intelligence integrates high-resolution atmospheric, marine, and metocean insights with analytics, expert meteorology, and decision-support tools. Key components include:
โข Metocean forecasting: Waves, currents, wind shear, icing, tropical cyclone trajectories
โข Operational thresholds: Vessel motion limits, access windows, helideck compliance
โข Impact modelling: Translating forecasts into O&M, construction, and logistics decisions
โข Decision guidance: Dashboards, automated alerts, and scenario-planning tools
By translating complex weather patterns into clear operational guidance, offshore teams can enhance safety and performance across the entire lifecycle from exploration and site selection to construction, operations, and emergency response.
โAccurate, timely forecasts allow operators to proactively adjust schedules before conditions deteriorate,โ Binley notes. โThat minimizes risk for personnel, reduces downtime, and streamlines evacuations or shut-in decisions when necessary.โ
Cyclone forecasting and storm-surge modelling play an especially critical role, providing rapid guidance during threatening events and enabling smoother emergency response efforts.
StormGeo is currently providing advanced weather intelligence for over 2500 offshore sites worldwide โ issuing more than 2.7-million-point forecasts annually โ with 24/7 year-round support from meteorologists working out of 10 global operations and support centres.
Binley says some of the most impactful applications of weather intelligence are occurring in construction and commissioning, where precise forecast planning supports heavy lifts, cable laying, and other critical-path activities. Operational teams benefit from advanced threshold monitoring for helideck activity, flare management, offloading, and mooring integrity. Marine coordinators rely on vessel-motion forecasting to refine safety windows for walk-to-work operations, crew transfers, and supply vessel scheduling. In drilling, forecasting supports riser management, BOP operations, and downtime avoidance during sensitive phases.
Real-world applications show measurable value. In the North Sea, one major operator increased safe crew transfer windows by 15-20% using vessel-specific motion forecasts during a construction campaign. The result: fewer standby hours, smoother workflows, and maintenance completed ahead of schedule.
In the Gulf of Mexico, a multi-platform operator used early cyclone intensification alerts to execute a streamlined personnel evacuation without helicopter congestion. The same intelligence supported a more efficient shutdown and restart sequence, cutting total downtime by roughly 18 hours compared with historical averages.
โControllable variableโ
Weather intelligence is also driving sustainability gains. Tailored wave and current forecasts, combined with vessel-specific routing guidance, have helped operators reduce fuel consumption during shuttle tanker operations serving FPSOs while avoiding offloading delays.
Inside control rooms and marine coordination centres, integrated atmospheric and oceanographic data supports real-time decision-making. Weather intelligence is also becoming a key pillar of remote operations through AI-driven failure prediction, production optimization, and integration with digital twins.
โThe offshore operators of the future will treat weather as a controllable variable,โ Binley concludes. โWith the right intelligence, they can turn environmental uncertainty into safer operations, lower emissions, and stronger profitability.โ
5. Battery innovation
BYD Energy Storage, an operator in the energy storage sector, and energy storage systems operator Corvus Energy recently announced the signing of a Memorandum of Understanding (MoU) to establish a strategic collaboration aimed at advancing next-generation battery solutions for the maritime sector.
The MoU strengthens the cooperative relationship between the two companies by combining BYD Energy Storageโs scale and technological leadership in LFP batteries with Corvus Energyโs expertise in marine energy storage applications. Together, BYD Energy Storage and Corvus will work to accelerate product development, enhance global market reach, and deliver innovative, safe, and high-efficiency energy storage solutions for the global shipping industry.
โThis MoU represents a significant step forward in our ambition to remain the market leader in high-quality marine battery systems,โ said Ole Jacob Irgens, Head of EMEA and Asia at Corvus Energy. โBy combining Corvusโ deep maritime understanding and extensive experience in marine battery installations with BYD Energy Storageโs scalability, innovation in LFP technology, and strong global supply chain, we are well positioned to bring new products to market faster and meet the evolving needs of the shipping industry.โ
As part of the agreement, BYD Energy Storage and Corvus Energy will aim to coordinate global market activities to accelerate the adoption of marine energy storage systems and support the shipping industryโs transition toward cleaner, more sustainable operations.
Corvus Energy will serve as the energy storage system partner and route-to-market partner, leveraging its expertise in system integration and its strong customer relationships worldwide.
6. Funding round
bound4blue, a major player in wind propulsion systems, has closed a US$44 million funding round backed by leading maritime corporates, ship owning families, climate-focused investors and government capital.
The round was led by OCTAVE Capital, an investment platform affiliated with major shipowner: IMC, and Katapult Ocean. The round brings together new investors including Motion Ventures, Odfjell family office and ReOcean Fund – led by the Prince Albert II of Monaco Foundation andโฏMonaco Asset Management – alongside existing investors Shift4Good, GTT Strategic Ventures, KAI Capital and CDTI (Innvierte SICC), who strengthened their commitment to the company.
โThis round signals a new phase for bound4blue. Earlier stages focused on proving the technology and validating its impact; now this new capital reinforces the long-term backing we already have from investors who understand shipping and share our industrial vision and the role this technology will play across the fleet,โ said Josรฉ Miguel Bermรบdez, CEO & Co-Founder of bound4blue. โThis funding enables us to expand capacity, accelerate our growth roadmap and advance new developments that will elevate both the technology and our services to the next level. It confirms that bound4blue is built on solid foundations and positioned for sustained global deployment,โ he added.
The investment underscores a growing industry consensus: suction sails are emerging as the leading pathway for immediate, scalable decarbonisation across the global fleet with commercial gains.
The new funding will accelerate bound4blueโs shift into full industrialisation of suction sails and support efforts to deepen R&D as the company looks to grow beyond existing commercial offerings. The company is also responding to increased market demand by expanding manufacturing capacity to supply hundreds of suction sails annually.
7. Live testing
The Financial Conduct Authority (FCA) is working with major firms to test AI in a safe place to better understand the potential benefits and risks.
The AI Live Testing initiative is the first of its kind in the financial sector to help firms who are ready to use AI in UK financial markets. Participating firms receive tailored support from the FCAโs regulatory team and its technical partner Advai, to develop, assess and deploy safe and responsible AI.
Gain Credit, Homeprotect, part of the Avantia Group, NatWest, Monzo, Santander, Scottish Widows, part of Lloyds Banking Group, and Snorkl are the first group to take part.
AI testing is helping firms to address key questions around evaluation frameworks, live monitoring governance and risk management to ensure that AI is deployed safely and responsibly for consumers and markets.
Many of the AI applications currently being tested as part of the project focus on retail financial services -including using cases to harness AI to support debt resolution or provide financial advice. Applications are also exploring the potential for AI to help improve customer engagement, streamline complaints handling and help consumers to make smarter spending and saving decisions.
Jessica Rusu, chief data, information and intelligence officer at the FCA, said:
‘Our new AI Live Testing service helps firms who are ready to use AI in live markets. By working closely with firms and our technical partner Advai, weโre helping to make sure that AI is developed and deployed safely and responsibly in UK financial markets.’
The project will help the FCA better understand how AI could shape UK financial markets and inform its future approach to the technology.
AI Live Testing complements the FCAโs Supercharged Sandbox which helps firms who are in the discovery and experiment phase with AI.
Applications for the second cohort for AI Live Testing will open in January 2026 and participating firms will be able to start testing in April.
Mark Kirby, Professional Services Director, Intersys, said:”The FCAโs AI Live Testing initiative is an excellent and much-needed step. Close collaboration between regulators and industry is essential for developing AI systems that are genuinely trustworthy and fit for purpose. The FCAโs approach aligns with global best practice; reinforcing the need for rigorous verification, strong privacy controls and clear accountability in AI-powered decision-making.
As with all AI systems, firms must ensure they are designed and deployed in ways that absolutely prevent data poisoning and model hallucinations. Without those safeguards, the risks to customers and financial stability increase dramatically.
Robust AI governance is now non-negotiable. Principles such as human oversight, transparency, data protection and mandatory staff training must become baseline requirements for any organisation planning to adopt AI.
There is immense potential for AI to enhance financial services, from personalised financial advice to streamlined customer engagement, complaints handling and operational efficiency. But this innovation must be balanced with caution. Unrestrained AI-driven trading, for example, would be a nightmare scenario, amplifying volatility and risking significant market disruption.
The FCAโs testing sandbox therefore represents a vital and welcome opportunity. It gives firms a controlled environment to innovate responsibly, while ensuring emerging AI tools meet the high standards necessary to protect consumers and maintain trust in financial markets.”
8. Human factors
The online newsletter SAFETY4SEA carries an article by Joanna Koukouli, co-global claims director at the American Club on how closely human factors influence maritime incidents. โWithin the P&I claims environment, we routinely assess incidents that show how closely human factors influence maritime incidents,โ she says. โAlthough technical issues often receive the most attention, many underlying circumstances relate to the social and interpersonal realities of life at sea. Observations gathered from years of reviewing incidents worldwide work towards understanding these dynamics and supporting a broader industry effort toward safer and more resilient operations.โ
9. Eco anxiety
Eco-anxiety among younger seafarers is on the rise as crews become increasingly exposed to the realities of climate change, warns COLUMBIA blue.
Todayโs seafarers are more connected than ever before, and constant access to social media means they witness environmental crises in real time. Extreme weather events, reports on global warming, and natural disasters are no longer distant headlines – they are becoming immediate and personal concerns.
According to UNICEF, nearly 60% of young people feel โveryโ or โextremelyโ worried about environmental issues. For many crew members, this manifests as eco-anxiety. In multinational teams, where individuals come from regions heavily affected by climate change, these emotional pressures can be even more pronounced.
COLUMBIA blue – the global marine services platform that includes COLUMBIA cruise services – is responding proactively. With the support of specialists from Mental Health Support Solutions, part of the OneCare Group wellness platform, the company has implemented dedicated mental-health counselling across its fleets to help seafarers manage eco-anxiety and other wellbeing challenges.
Through COLUMBIA Cruise Servicesโ associate membership in the International Association of Antarctica Tour Operators (IAATO), COLUMBIA blue also upholds strict environmental standards to ensure responsible ship operations in highly sensitive and often uncharted Antarctic waters.
โCOLUMBIA blue is 100% committed to preserving and protecting natural resources, preventing pollution, and reducing the ecological footprint of our operations,โ said Norman Schmiedl, CEO of COLUMBIA blue. โOur group philosophy is iCare, and we apply it to every single area of our business.โ
This philosophy is reflected in a wide range of initiatives, including optimized ship scheduling and operations with the use of data and artificial intelligence, a culinary programme designed around limited-impact ingredients, reduction of food waste, and the installation of reverse-osmosis water stations to support reusable bottles onboard. Seafarers are also encouraged to participate directly by contributing creative ideas – such as environmental awareness campaigns or the design of reusable items for daily use.
10. Pay to be paid
In its CJC Currents newsletter for December, Campbell Johnston Clark looks a recent Court of Appeal judgment covering the pay to be paid issue.
The English Court of Appeal recently handed down judgment in the Solomon Trader appeal, dismissing the appeal and confirming the continuing validity of pay first clauses in the context of marine liability insurance policies.
Campbell Johnston Clark acted for the successful P&I underwriters, who were represented at trial by John Passmore KC and Caleb Kirton of Quadrant Chambers.
Alistair Johnston, Maria Borg Barthet, Richard Hickey, and Dimitris Kroustallis summarise the judgment in MS AMLIN MARINE NV v King Trader Limited and Others [2025] EWCA Civ 1387. For more details see the CJC website.
The Court of Appeal endorsed the reasoning of the judge in the court of first instance, reaffirming that a pay to be paid provision does not become onerous or unusual merely because of the potential hardship it may cause to an insured (or third parties) in the event of insolvency. Rather, such clauses are a recognised and longstanding feature of the marine insurance market.
11. Red Sea return
Major carrier CMA CGM has announced its INDAMEX service will transit Suez Canal on fronthaul and backhaul voyages between India/Pakistan and US East Coast in a notable step towards a largescale return of container ships to the Red Sea region.
The first vessel to complete a full service loop via Suez Canal will be CMA CGM VERDI, sailing from Karachi to New York on 15 January. eeSea by Xeneta data shows voyages via Suez Canal rather than Cape of Good Hope reduces full loop transit time on this service by two weeks, down to 77 days.
Peter Sand, Chief Analyst at Xeneta โ the ocean freight intelligence platform – said: โWe are still some way from a largescale return of container shipping to the Red Sea, but CMA CGMโs announcement of a full east-west loop via Suez is certainly a notable step in the right direction.
โWe have seen carriers, particularly CMA CGM, testing the water recently by transiting Suez Canal on a select few voyages, particularly backhaul legs to Asia when there is less cargo onboard.
โUntil now, these transits via Suez Canal have been on a case-by-case basis, diverting voyages originally scheduled to sail around Cape of Good Hope. CMA CGMโs announcement this week is important because it is a structural change with a service proforma to transit Suez Canal on every sailing.โ
Four more vessels on the INDAMEX service (APL OREGON, CMA CGM PASSION, APL LE HAVRE, CMA CGM MAUPASSANT) will make eastbound transits via Suez before the new rotation takes full effect.
There are also eastbound transits of Suez Canal by other CMA CGM vessels, including CMA CGM JULES VERNE, APL CHANGI, CMA CGM GALAPAGOS, CMA CGM GRACE BAY, APL MERLION and CMA CGM KIMBERLEY, however only the latter two are โofficialโ or proforma passages.
Other major carriers, including Hapag-Lloyd and Maersk, have not announced a firm timeline for a largescale Red Sea return, while ZIM has stated it is waiting for insurance approval.
Sand has warned the latest announcement by CMA CGM does not automatically mean an imminent largescale return of container shipping to the Red Sea. The number of container ships transiting Suez Canal in November 2025 was 120, down from 583 in October 2023, shortly before the escalation of attacks on merchant ships in the region by Houthi militia.
He said: โCarriers will be carrying out risk assessments and the security situation remains fragile. The assessment will look at the Houthiโs ability, opportunity and intent to attack ships. We know they have the ability, but carriers will want assurance over their intent, especially because the opportunity will increase as more ships begin sailing through the region.โ
The shorter transit time on a full loop via Suez on the CMA CGM INDAMEX means two ships will be dropped from the service โ a pre-cursor for the impact a largescale return would have on container shipping capacity and freight rates.
Sand said: โThere is already overcapacity of supply in the ocean container shipping market and spot rates are falling even without a largescale return to the Red Sea. Average spot rates on Far East fronthauls to US East Coast and North Europe are down 57% and 53% respectively compared to a year ago.
โIf we see other carriers follow CMA CGM, then capacity will flood the market and we could see freight rates fall hard. This could push carriers further towards loss-making territory, but they will be fully aware of this outlook and ready to respond.โ
12. STCW
From 1 January 2026, the International Maritime Organization (IMO) STCW Basic Safety / Personal Safety and Social Responsibility (PSSR) course takes effect Danica writes.
The updated training course includes a dedicated module on violence, harassment, bullying, and sexual harassment, reflecting the IMOโs commitment to improving safety, well-being, and respect across the maritime sector.
From 1 January 2026 all crew members must be in possession of a valid STCW A-VI/1-4 which includes this update.
This is designed to help seafarers:
- Recognise unacceptable behaviour.
- Prevent harassment and bullying before they escalate.
- ย Report incidents safely and confidently.
โAt Danica, we fully support this important step toward a safer and more inclusive maritime workplace. A culture of respect and professionalism is essential to crew welfare and operational excellence โ and it starts with awareness, education, and accountability.A safer, more respectful ship begins with all of us.โ
13. All about ports
With the all about ports, Hamburg Messe und Congress (HMC) is launching a new international conference dedicated to the future of the port industry. The premiere, โthe new platform for holistic port solutionsโ, will take place on 2 and 3 September 2026 at the CCH โ Congress Center Hamburg.
The event will focus on the challenges facing global port locations and present solutions relating to digitalisation, automation, sustainability, security, and logistics in the port environment. The aim of the all about ports is to provide impetus for sustainable and resilient port structures, promote networking and the exchange of knowledge between national and international stakeholders, and facilitate technology transfer. At the core is the question of how ports can be made resilient, efficient, and future-proof in the digital age.
โHamburg is the ideal location for the all about ports,โ says Heiko M. Stutzinger, CEO of Hamburg Messe und Congress. โWe have one of Europeโs largest and most diverse ports in a city that exemplifies the connection between tradition and the future of the maritime and port industries, with its innovative strength, a strong network of research, business and policy players, and its leadership in smart port and digitalisation initiativesโ.
Notices and Miscellany
Campbell Johnston Clark (CJC) has announced that it has opened an office in Italy, following an agreement to engage an established team of maritime lawyers focusing on both English and Italian law, adding seven personnel located in London and Genoa.
Trelleborg Marine and Infrastructure is pleased to announce that Andrew Stafford has been appointed Chairman of the Technical Committee for SGMF for a three-year term, commencing in the final quarter of 2025.
SGMF stands as the maritime sector’s leading voice for the safe use of gaseous and low-carbon fuel solutions, convening shipowners, fuel suppliers, port operators, equipment manufacturers and classification societies to establish unified safety guidance and operational best practices. The organization plays a pivotal role in developing the technical frameworks that enable the shipping industry’s safe decarbonization journey.
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
Pearls of wisdom
The first step towards philosophy is incredulity.
The first wealth is health.
The future’s uncertain and the end is always near.
The greater the ignorance the greater the dogmatism.
The greatest cunning is to have none at all.
The greatest fault is to be conscious of none.
The greatest headaches are those we cause ourselves.
The heart is wiser than the intellect.
The incomprehensible thing about the world is that it is.
The labourer is worthy of his hire, only if his labour is.
The law of intelligent tinkering: save all the parts.
The living world is a continuum in each and every aspect.
The longer the title, the less important the job.
The meek may inherit earth. Those who dare, the stars.
The meek should learn lessons from cats.
The mind grows by what it feeds upon.
The mistake you make is in trying to figure it out.
The old make the rules, the young make up the exceptions.
The only certainty is that nothing is certain.
The only road to success is always under construction.
The only thing worse than a sorcerer is his apprentice.
_______________
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