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IN THIS ISSUE
1. The vanishing right to shore leave
2. Geopolitics training
3. Private equity
4. IMO/ILO anniversary
5. NextWave project
6. Green crews
7. Secret commissions
8. Global fishing treaty
9. London Club renewals
10. Farming insurance
11. Engine optimisation
12. Underwater imaging
13. IMCA skills
14. ISM under the spotlight
15. TT Club safety awards
16. Subject to contract
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. The vanishing right to shore leave
By Michael Grey
Amid all the talk about autonomy and artificial intelligence offering a wonderful future for the marine industry, it is sometimes hard to remember that a crew of humans still operate just about every ship on the planet. They will do so well into the distant future, perhaps with rather different skills, because old-fashioned requirements like judgement, seamanship, experience, and common sense can never be replaced, despite the extravagant claims of the techies. If this is the case, and we will still need clever people capable of sea-sense to run the ships of today and tomorrow, we ought to start thinking about how we can make their working lives rather more pleasant.
We can think of a whole list of items for improvement, such as making their living conditions less “institutionalised,” less economising on the furniture and fittings, looking at the length of tours, the need for better connectivity and the like. But one important item, continually raised but then consigned to the “too-hard basket” is that of shore leave, and specifically, its lack. The latest edition of the Flying Angel News, published for the supporters of the Mission to Seafarers contains some frank words from the Mission’s Director of Programme Ben Bailey about this deterioration in what ought to be a right to get ashore occasionally, when a ship gets to port.
The chaplains of the Mission, confirmed by welfare workers and ship visitors all around the world are probably better placed than most to measure the contentment of the crews they meet in their centres, but more often aboard ship. Ben Bailey sums up their observations very well; “Shore leave is not a perk; it is a pressure valve. If the maritime workforce is expected to remain competent, alert and motivated, it must be given the basic conditions necessary for healthy living.” There is absolutely no mystery about why this has become a point of serious concern in any measure of seafarers’ “happiness” – Bailey suggests that “Brutally short port stays, rampedup security protocols and expensive or non-existent transport options mean that disembarking has become an elusive privilege, rather than an expected part of the job.” There can be no argument about this, and of course, it is the easiest thing in the world to summon up a whole raft of reasons why, in any particular port, the crew of a visiting ship cannot be given a few hours of liberty from their confinement.
The immigration authorities will not permit it. The visa necessary to land is too difficult to obtain and far too expensive for the average seafaring visitor. Umpteen safety considerations can be brought into play, citing the hazards of working terminals and the distance to the gate. Then, there is no getting away from the sheer intensity of activities in port that require the attention of those aboard. Every new development in cargo-handling, from ship-loaders that move mountains in minutes, to huge investments in container terminal equipment that will turn a big ship around in ever shorter times, militate against time off for the crew. There is the queue of well-rested, shore-side officials (enjoying their five-day working weeks), surveyors, inspectors, repairers, and others, who demand their instant access to the ship and its senior officers, interrupting their sleep, mealtimes and certainly any leisure, to address their important requirements.
There simply is not the space or time for shore leave, even if it was permitted. “Go-on, stop-on” is the modus operandi, with a ship in port. Ben Bailey says that “the maritime community must reclaim shore leave as a right grounded in safety, wellbeing and dignity.” He goes on to suggest that there should be means of “scheduling operational windows, that guarantee disembarkation time”, with ports ensuring that there are safe and affordable access routes for crew. And maybe this means confronting the ridiculous pace of maritime operations, which we know causes ships to be run by increasingly fatigued human beings, who would occasionally like a break. It may not be an entirely fair comparison, but if navies think it important to divert warships worth billions into port for a couple of days R&R, could not the commercial world ease up a little on their human component? It is not as it they are asking for the earth.
In Rose George’s insightful book “Deep Sea and Foreign Going” she records an interview with the delightful priest running the Immingham Seafarers’ Centre. Father Colum Kelly recalled a Master who told him that rather than a visit to a shopping centre, he and his crew would like to walk on “green, green grass” for a while, rather than unforgiving steel. He took them to a churchyard near Hull airport – “And they all took off their shoes and walked barefoot on the grass for an hour, then they went back to the ship.”
Michael Grey is former editor of Lloyd’s List.
2. Geopolitics training
Geopolitics has become the leading focus of executive maritime education, reflecting a decisive shift in how senior leaders assess risk, capital and long-term strategy.
Copenhagen Business School’s Ms Rosberg, Programme Director of the Blue MBA and Blue Board Leadership, reports that geopolitical insight is now the most requested subject across her executive portfolio. Demand has risen sharply over the past 18 months as global instability reshapes commercial predictability.
“Leaders are asking different questions,” said Rosberg. “They want clarity on sanctions exposure, trade fragmentation, regional power shifts and the implications for capital, insurance and operations. Political decisions now influence balance sheets, asset valuation and strategic direction.”
Ongoing conflicts, protectionist policies, energy security pressures and strategic rivalry between major economies are altering established trade patterns. These forces are influencing fleet deployment, chartering strategies, financing structures and insurance conditions.
The two-day Geopolitics workshop on 18-19 February 2026, which is offered by the Blue MBA Association as a part of a series of long-life-learning courses for the maritime industry, became a strong draw within the Blue Programme. Participants include shipowners, insurers, regulators and maritime service providers seeking disciplined frameworks for analysing uncertainty rather than responding reactively to events.
“Risk no longer sits neatly within technical or regulatory categories,” said Rosberg. “It is shaped by political alignment, national policy and shifting alliances. Leadership must reflect that reality. Boards are now expected to demonstrate foresight, judgement and accountability in environments where volatility is structural.”
The surge in demand reflects a wider evolution in maritime leadership development, moving beyond operational management towards strategic governance. Executive education is increasingly focused on equipping decision-makers to identify systemic exposure, assess secondary consequences and safeguard long-term value.
“Shipping operates at the centre of global commerce,” she said. “Failure to understand geopolitical dynamics is no longer a knowledge gap. It is a strategic risk.”
In today’s environment, geopolitical competence is not an optional enhancement to maritime leadership. It is a prerequisite.
3. Private equity
In a viewpoint by Holland & Knight’s Sophia Agathis and Nicholas Kaasik, the issue of private equity in the maritime industry is under discussion. “Private equity has over the past 15 years played a key role in the U.S. maritime industry, and today’s regulatory landscape in the US makes the U.S. maritime industry ripe with further opportunity for private equity funds. With new legislative efforts and a government focus on supporting US shipbuilding and the US flag fleet, private equity funds – both US. and foreign – are looking for ways to capitalize on the resulting opportunities. Two areas stand out: the excitement generated by the Shipbuilding and Harbor Infrastructure for Prosperity and Security for America Act of 2025 (SHIPS Act) and the growing interest of foreign private equity firms in the US Jones Act market.”
The authors say “The Trump Administration and Congress both have expressed interest in strengthening U.S. shipbuilding capacity and modernizing U.S. maritime infrastructure. On April 9, 2025, the Trump Administration issued an executive order focused on revitalizing the US maritime industry. Meanwhile, there has been bipartisan support in Congress for the SHIPS Act. If passed, the legislation would make significant investments in the US maritime industry and expand requirements for the use of US flag vessels in certain trades.”For the full story see the Holland & Knight website.
4. IMO/ILO anniversary
The International Labour Organization (ILO) and the International Maritime Organization (IMO) are marking the 20th anniversary of the adoption of the Maritime Labour Convention, 2006 (MLC, 2006), a landmark treaty that has reshaped working and living conditions for seafarers worldwide and strengthened fair competition in global shipping.
Adopted on 23 February 2006 by the International Maritime Labour Conference – through an unprecedented tripartite consensus – the MLC, 2006 stands as a powerful example of social dialogue and multilateral cooperation in action. Governments, shipowners and seafarers came together to establish a comprehensive global framework to regulate working and living conditions in one of the world’s most international industries.
Over the past two decades, the Convention has delivered concrete improvements for millions of seafarers. By setting clear and enforceable minimum standards covering conditions of employment, wages, hours of work and rest, accommodation, health protection, medical care, welfare and social security, and by underpinning them with strong compliance and enforcement mechanisms, the MLC, 2006 has effectively contributed to the realization of decent work at sea.
At the same time, the Convention has helped level the playing field for responsible shipowners by reducing unfair competition based on substandard labour conditions. In doing so, it has strengthened the safety, efficiency and resilience of maritime transport, a critical pillar of the global economy.
The COVID-19 pandemic underscored seafarers’ indispensable role as key workers, ensuring the uninterrupted flow of essential goods around the world. The crisis also highlighted the importance of fully implementing and enforcing the protections enshrined in the MLC, 2006.
Despite undeniable progress, significant challenges remain. Seafarers and the shipping industry continue to face unlawful attacks on ships, abandonment and criminalization of seafarers, fatigue, unpaid wages and denial of shore leave. Yet, the MLC, 2006 is designed as a living instrument, capable of adapting to new and persistent challenges through tripartite dialogue.
The Special Tripartite Committee of the MLC, 2006 – the body responsible for keeping the Convention under review – has demonstrated its capacity to adopt necessary amendments, ensuring that the Convention remains responsive to emerging realities and to the need for continuous improvements of seafarers’ rights.
The ILO reaffirms its commitment to the effective implementation of the MLC, 2006 worldwide, with the full support of the IMO, in accordance with its mandate. IMO and ILO call on all States and industry stakeholders to uphold its standards, strengthen compliance and work in partnership to guarantee seafarers’ rights and promote a fair, inclusive and sustainable future for global shipping.
IMO has worked in conjunction with ILO to develop and deliver key guidelines to support seafarer rights, including those on dealing with seafarer abandonment cases and on fair treatment of seafarers in the event of a maritime accident and following detentions in connection with alleged crimes. IMO’s Legal Committee has a standing agenda item on “Fair treatment of seafarers”.
The Joint ILO/IMO Tripartite Working Group (JTWG) to Identify and Address Seafarers’ Issues and the Human Element (JTWG) was established in 2022. Items on the group’s agenda have included tackling bullying and harassment in the maritime sector, including sexual assault and sexual harassment.
IMO Secretary-General Arsenio Dominguez commented:”23 February marks 20 years since the adoption of the Maritime Labour Convention or MLC 2006 – a global instrument which sets seafarers’ employment rights and decent working conditions.
Behind every vessel that crosses the oceans are individuals who spend long months away from their families, working in demanding and often challenging conditions to keep world trade moving. The MLC recognizes not only their employment rights, but also their dignity as people.
Together with the International Convention for the Safety of Life at Sea (SOLAS) and the International Convention on Standards of Training, Certification, and Watchkeeping for Seafarers (STCW), adopted by the International Maritime Organization (IMO), the Convention forms a protective framework that safeguards seafarers’ lives, skills and working conditions. This framework reflects a simple but powerful principle: those who serve at sea must be protected at sea.
IMO and ILO will continue working to ensure that that these protections remain strong and responsive to new challenges.
As we mark this anniversary, I invite everyone to join us in commemorating the MLC 20 year milestone. Above all, I would like to speak directly to seafarers around the world: we see your contribution. We recognize your sacrifices. And we remain committed to your safety, your wellbeing and your rights — today and in the years ahead.”
5. NextWave project
The International Maritime Organization (IMO) is inviting shipping companies worldwide to a dedicated workshop to explore the global expansion of the NextWave Seafarers Project.
Developed with support from the Kingdom of Saudi Arabia and the Bahri Shipping Line, the NextWave Seafarers Project provides essential onboard training to cadets from Least Developed Countries (LDCs) and Small Island Developing States (SIDS). The initiative aims to develop a future-ready maritime workforce, while addressing the global seafarer shortage.
The project has already created meaningful training placements for cadets with one of Saudi Arabia’s leading maritime companies, Bahri. The next phase aims to secure further industry participation and scale the impact globally.
IMO will host a workshop on Thursday, 9 April 2026 at IMO Headquarters in London to share achievements and insights from the pilot phase of the NextWave Seafarers project. There will be opportunities for companies to join the NextWave Alliance by offering cadet placements, contributing to a scalable training model, and helping to build a diverse, skilled maritime workforce.
Companies will be able to:
- Learn about the project’s global vision
- Hear directly from participating cadets
- Get practical guidance on hosting cadets
- Understand application and operational requirements
- Engage in bilateral discussions with the project team
It is a good opportunity to contribute to IMO’s efforts to support seafarers while building a strong coalition of shipping companies with a shared commitment to strengthening the next generation of seafarers.
6. Green crews
NorthStandard has entered a partnership with Signol to offer its members exclusive discounts on their crew led, behaviour change service. NorthStandard recognises the critical role of crew in ensuring safety on board and firmly believes that crew play an equally critical role in driving decarbonisation. Under the two-year agreement, Signol will cover onboarding costs and offer preferential rates on its monthly software as a service (SaaS) subscription.
Drawing on over six years of research into the barriers crew face when it comes to fuel saving on-board, Signol’s crew-centric approach to decarbonisation is designed to encourage seafarers to make fuel efficient and sustainable choices part of their daily duties.
With leading commercial and cruise ship owners among its clients, using existing data and existing processes, Signol has empowered crew to consistently achieve 3%-8% reductions in fuel consumption and emissions, for ship owners, charterers and managers alike.
“This is a highly innovative new benefit for members,” said Mark Smith, Loss Prevention Director at NorthStandard. “With Signol, a seafarer will see, for example, the positive impact they can have when they shut down an under-utilised auxiliary engine, or focus on keeping the ship within trim parameters. By reinforcing the positive impact of routine, day-to-day tasks that are within the control of crew, Signol helps enhance the fuel saving culture onboard and ultimately drive decarbonisation.”
Smith said the Signol service also motivates crew by recognising effective actions. “When goals are met, successes can be rewarded, for example by funding privileges such as upgraded gym equipment or by making donations to nominated crew charities.”
Harriet Hunnisett Johnson, Head of Maritime, Signol said: “We are delighted to be partnering with NorthStandard, brought together by our shared belief that seafarers are central to shipping’s green transition. As the industry invests heavily in new fuels, technologies and digitalisation, there is a huge opportunity that cannot be missed: the professional seafarers making fuel-related decisions every single day.
“At Signol, we transform fuel efficiency from a compliance topic into a source of professional pride, empowering crews with fair goals, timely feedback and positive recognition so that sustainability becomes part of the culture onboard. We know seafarers gain real satisfaction when their impact is visible and quantifiable, and they feel like true partners in the transition. Our partnership with NorthStandard allows us to bring that experience to many more crews and shipping companies.”
Smith said that the new agreement demonstrated NorthStandard’s strong focus on easing its members’ sustainability burdens. The partnership with Signol could be seen as an environmental equivalent to products in its ‘Get Set!’ digital portfolio for vessel safety. Further NorthStandard products and services focusing on maritime decarbonisation would follow through 2026, he added.
7. Secret commissions
Hill Dickinson has been looking at the issue of secret commissions in an advisory. Expert Tooling and Automation Ltd (Expert Tooling) manufactures tools, equipment and machinery and consumes substantial volumes of energy. To procure its electricity contracts, it engaged Utilitywise , an energy broker. Utilitywise received commission from Engie Power Limited. While the claimant knew a commission would be paid, it had no knowledge of the amount or the terms on which it was calculated. Utilitywise later went into administration in 2019 and was never sued. Expert Tooling instead brought proceedings directly against Engie, asserting that:Utilitywise owed the claimant contractual and fiduciary duties, including not to place itself in a position of conflict.
Receiving commission from Engie without informed consent was a breach of duty. Engie was liable to repay the commissions as money had and received or equitable compensation for inducing that breach.
The claim went all the way to the Supreme Court with different messages coming through at each stage.
For more details see the Hill Dickinson website.
8. Global fishing treaty
The 2012 Cape Town Agreement has met the requirements for entry into force and will enter into force in February 2027, closing a longstanding gap in the global maritime safety framework.
The Agreement sets out mandatory safety standards for more than 45,000 fishing vessels of 24 metres in length and over, according to FAO data, helping to prevent casualties, improve working conditions for fishers, enhance competitiveness and protect the marine environment.
Welcoming the milestone, IMO Secretary-General Arsenio Dominguez said: “Thousands of fishers lose their lives every year while working to supply the world’s growing appetite for fish and fish products. The 2012 Cape Town Agreement will help protect fishing crews, while safeguarding vessels.”
Argentina became the latest country to accede to the Agreement, with H.E. Ms. Mariana Edith Plaza, Argentina’s Ambassador to the United Kingdom, depositing the instrument of accession on 24 February 2026 at IMO Headquarters in London.
This brings the total number of Member State accessions to 28, representing 3,754 vessels of 24 metres or more in length. The Cape Town Agreement enters into force 12 months after at least 22 States, collectively representing 3,600 qualifying fishing vessels – typically ocean-going ships operating on the high seas – consent to being bound by the treaty.
Once in force, States Parties must incorporate the provisions of the 2012 Cape Town Agreement into national law and enforce it as they would any other legislation.
Flag States must ensure that vessels under their registries comply, while Port States have the right to inspect foreign vessels in their ports to verify compliance with the 2012 Cape Town Agreement requirements. These cover the design, construction, equipment and inspection of fishing vessels, as well as vessel stability and seaworthiness, machinery and electrical installations, life-saving appliances, fire protection and communications equipment.
Beyond safety, the Agreement is also expected to support the reduction of marine plastic pollution from abandoned or lost fishing gear.
The 2012 Cape Town Agreement is the culmination of decades of work by IMO, building on earlier international instruments that did not enter into force, including the 1977 Torremolinos International Convention for the Safety of Fishing Vessels and the 1993 Torremolinos Protocol. The treaty is now set to enter into force in 2027, nearly 15 years after it was adopted in 2012.
The Cape Town Agreement represents the fourth pillar in global fishing vessel safety, alongside the following key instruments, all of which are in force:
IMO’s STCW-F Convention on training and certification of fishers.
ILO’s Work in Fishing Convention, 2007, which sets minimum requirements for work on board, including hours of rest, food, minimum age and repatriation.
FAO’s Agreement on Port State Measures to Prevent, Deter and Eliminate Illegal, Unreported and Unregulated (IUU) Fishing, 2009, which seeks to combat IUU fishing through effective port State measures.
With Argentina’s accession, the 28 Contracting States to the Cape Town Agreement, representing 3,754 qualifying fishing vessels, include: Argentina, Belgium, Belize, Congo, Cook Islands, Croatia, Denmark, Finland, France, Germany, Ghana, Iceland, Japan, Kenya, Namibia, Kingdom of the Netherlands, New Zealand, Nicaragua, Norway, Peru, Portugal, Republic of Korea, Saint Kitts and Nevis, Sao Tome and Principe, Solomon Islands, South Africa, Spain and Vanuatu.
More information on the Agreement can be found here.
9. London Club renewals
The London P&I Club has concluded the 2026 renewal season with another positive outcome, reflecting a continued focus on sustainable growth, underpinned by underwriting discipline, portfolio quality and personal service-led relationships with Members and Assureds.
The Club recorded year-on-year growth of 14.5% in mutual tonnage, increasing entered tonnage to 56.7 million gt and obtaining its targeted premium increase for renewing business. These outcomes were achieved against a backdrop of continued solid financial performance, with emphasis on premium adequacy and prudent risk selection.
The renewal result was driven primarily by organic development within the existing membership, with Members and Assureds adding significant tonnage during the policy year, reflecting a true vote of confidence in what the London Club has to offer. The Club also welcomed several new Members, strengthening its presence in established markets while also enjoying very high levels of retention.
The Club’s 2026 renewal also coincides with a planned leadership transition at Board level. John Lyras stepped down as Chairman on 20 February 2026 following 45 years of distinguished service to the Club, the last 30 years of which were as Chairman. Vassilis J. Laliotis of J. Laliotis Maritime Group has been appointed Chairman, having served as Vice-Chairman for the past eight years.
Insuring a diverse international Membership of shipowners and charterers, The London P&I Club provides Protection & Indemnity, FD&D, War Risks and related covers and is a member of the International Group of P&I Clubs.
10. Farming insurance
Ecuador has contracted its first parametric agricultural insurance policies, benefitting up to 10,000 people in smallholder rice and maize farming households against extreme rainfall and drought-risk.
The placement of these policies in the Ecuadorian insurance market is a major milestone for the Tripartite Agreement Programme – a public-private partnership between the Insurance Development Forum (IDF), the United Nations Development Programme (UNDP), and the German Federal Ministry for Economic Cooperation and Development (BMZ) through the InsuResilience Solutions Fund (ISF) – to build developing countries’ resilience to climate risk.
Ecuador’s agricultural sector is highly exposed to climate shocks, with more frequent and severe floods, droughts and wildfires causing significant crop losses in recent years. These events disproportionately affect Ecuador’s smallholder farmers, who make up 75 percent of all farmers in the country and are critical to domestic food security.
11. Engine optimisation
With maritime transport now operating under the 100% phase-in of the EU Emissions Trading System, shipowners are placing greater emphasis on engine optimisation as a means of controlling emissions-related operating costs, according to German engine diagnostics specialist CM Technologies (CMT).
From 1 January 2026, vessels trading between EU ports are required to surrender EU Allowances for the full volume of verified greenhouse-gas emissions, bringing the transition period that began in 2024 to an end. Emissions costs are no longer treated as a just another compliance issue but are an important factor in voyage economics.
Industry reports published at the start of 2026 indicate that full ETS compliance now adds about US$320/t of VLSFO consumed on intra-EU voyages, based on prevailing allowance prices and regulated fuel emission factors. While the exact cost varies with carbon markets and exchange rates, CMT says the scale of the exposure has sharpened operational focus on fuel efficiency and combustion quality.
“Under full ETS exposure, emissions costs are clearly visible at voyage level, which means even modest inefficiencies now have a direct financial impact,” said David Fuhlbrügge, joint Managing Director of CMT.
According to the company, incremental losses in combustion efficiency remain among the most common sources of avoidable emissions. Retarded ignition timing, uneven cylinder loading or injector degradation often develop gradually and may not trigger alarms, yet they steadily increase fuel consumption. Under the ETS framework, each additional tonne of fuel burned directly increases allowance requirements.
“Shipowners and managers are making greater use of performance data, fuel monitoring and combustion analysis to control fuel consumption and manage emissions exposure as carbon pricing becomes embedded in daily operations,” Fuhlbrügge said.
This is being reinforced by major classification societies. Recent guidance from DNV and ClassNK has indicated that managing EU ETS exposure requires closer operational control of fuel consumption and engine performance, alongside robust monitoring and verification of emissions data.
CMT says the combination of regulatory guidance and early operational experience under the ETS is driving a more proactive approach to engine optimization, with operators seeking to identify and correct small efficiency losses before they translate into emissions costs.
The company reports growing interest in onboard combustion analysis to assess ignition timing and cylinder balance under real operating conditions, allowing adjustments to be made. At the same time, wear-related efficiency losses under low-sulphur fuel operation are being monitored more closely, as liner and piston-ring wear can increase friction and fuel demand well before traditional maintenance thresholds are reached.
The expansion of the EU ETS scope in 2026 to include methane and nitrous oxide further increases the importance of combustion quality, CMT added.
“These gases have a significantly higher global warming potential than CO2, meaning incomplete combustion events can result in a disproportionate rise in carbon-equivalent emissions,” said Fuhlbrügge.
“The ETS price itself is outside an operator’s control, but what has changed is that engine performance now feeds directly into emissions cost. Maintaining efficient combustion is no longer just good engineering practice, it is part of managing operating risk in the carbon market.”
CMT expects engine optimisation to become more tightly integrated with emissions reporting, voyage analysis and commercial decision-making as ETS costs become fully embedded in charterparty negotiations.
12. Underwater imaging
Kongsberg Discovery is opening up access to one of the world’s most advanced underwater imaging technologies, with today’s market launch of the HISAS2020 synthetic aperture sonar.
Previously available exclusively as part of integrated payloads on Kongsberg Discovery’s HUGIN AUV family, HISAS can now be implemented across any platform – including all relevant AUVs, USVs, ROVs and towed assets – delivering crystal-clear, centimetre-level resolution, robust system design for long-term reliability, and real-time data processing. The solution, suitable for a vast array of defence, energy and ocean science applications, will be officially showcased at Oceanology International in London in March.
As Espen Reinertsen, VP Mapping, Kongsberg Discovery, points out, the launch is particularly noteworthy as HISAS is already market proven across thousands of missions worldwide, with today’s solution actually representing the fourth generation of the breakthrough technology.
“It’s unique for an innovative solution to come to market with a proven track record of success across so many operational domains and applications,” comments Reinertsen. “The technology has matured through years of real-world use, in exceptionally demanding missions and operating conditions, giving HUGIN users imaging with resolutions many times higher than conventional sonar. We now believe the time is right to push those benefits out to a wider audience, enabling platform-independent deployment for the ultimate in flexibility, usability and consistently high quality results. This is a natural, and important, evolution for HISAS.”
HISAS2020 operates in the 120–210 kHz frequency range, delivering ultra-high-resolution imagery, alongside co-registered bathymetry, in a single pass. A key advantage is its real-time, GPU-enabled processing architecture, allowing data to be processed on the fly, transforming raw acoustic returns into actionable insights during the mission itself, rather than through post-processing onshore. The result is faster decision-making, reduced survey time and increased operational efficiency.
For users, this means seeing more detail, detecting smaller objects, and understanding underwater environments with both greater confidence and speed — whether the task is seabed mapping, surveys of critical underwater infrastructure, or target identification.
The flexibility of HISAS2020 makes it relevant across a wide range of high value use cases.
Defence operators benefit from precise seabed awareness for mine countermeasures, harbour protection, search and rescue operations, and overall maritime domain awareness. Energy companies gain improved inspection capability for pipelines, cables and offshore assets, supporting both maintenance and integrity assessments. Ocean scientists and hydrographers can capture highly detailed maps of habitats, archaeological sites and geological features, enabling long-term monitoring and environmental research.
What unites these applications is the need for accuracy, reliability and consistency — qualities that have defined Kongsberg Discovery’s hydroacoustic portfolio for decades.
“Users want data they can trust, especially when operating in complex or sensitive environments,” Reinertsen adds. “HISAS2020 is about delivering that trust. It provides a complete picture in a single pass, reducing uncertainty and enabling better outcomes across missions.”
Kongsberg Discovery was among the first companies to bring synthetic aperture sonar into the commercial market, and HISAS has long been regarded as ‘the gold standard’ for high-end survey work. By opening access beyond the HUGIN ecosystem, the company is extending that legacy — while maintaining the performance and quality that made the system successful in the first place.
The standalone launch reflects Kongsberg Discovery’s broader commitment to platform-agnostic innovation and long-term partnerships with customers, enabling them to build solutions tailored to their specific operational needs.
Those wishing to experience HISAS2020 first hand can visit Kongsberg Discovery’s stand at Oceanology International, where specialists are available to discuss integration options, applications, and the vast potential of future developments.
To discover more see https://www.kongsberg.com/discovery/
13. IMCA skills
The International Marine Contractors Association (IMCA) has announced it has launched IMCA Skills, their leading, digital, learning hub, which will now be the go-to place for the marine industry’s competence and development needs. The first product on the new platform is the migration of the Dynamic Positioning continuing professional development (CPD) learning programme which is designed to be the first step in bringing all their CPD content together in the secure and easy-to-use platform which will offer improved learning and user experience.
It is designed to make professional development simpler, richer and better value for users and is built to fit around learners’ needs, with improved function, and enhanced access.
IMCA’s purpose is to bring all its CPD and learning content together in one modern platform, and ultimately make it easier for users to operate and navigate.
The organisation, which for more than 50 years has played a key role in bringing the offshore industry together to improve safety, says the migration to IMCA Skills will also offer its users clearer progress tracking, and better access across both online and offline devices.
Richard Purser, IMCA Technical Adviser – Marine, said: “The change is entirely motivated by wanting to make our users’ experience as easy as possible; more convenient, flexible and assisting them in acquiring the skills that are important to their work.
“We are always on hand to advise them through the process, and welcome any feedback on the new platform. Our goal is to make our industry safer and better, and we are certain this will be another big step towards that.”
IMCA remains the best source for CPD learning, with over 230 Guidance documents and 250 Information Notes that cover almost every aspect of offshore operations including, diving, marine, ROV and offshore survey.
The programme will remain accredited by the Nautical Institute, which supports the revalidation of DPO certificates, ensuring alignment with industry standards and professional requirements.
IMCA has created a FAQ for anyone wanting more information about the migration, which can be accessed here: https://www.imca-int.com/resources/imca-skills/dp-cpd-migration-faq/
14. ISM under the spotlight
The February edition of Seaways magazine looks at the ISM Code 27 years on. As Paul Drouin puts it in the article “The International Safety Management (ISM) Code did not materialise in a vacuum. Certainly, the Herald of Free Enterprise capsize in 1987 causing 193 fatalities was the initiating event. However, Lord Justice Sheen, who led the subsequent inquiry, could have followed the same path as many other prior accident investigations; find fault with the actions of the mariners on board the vessel. Instead, he dug deeper. The problem was not just that a crew member failed to close the bow doors, or that an officer failed to double check. The inquiry found, among other things, that ‘underlying or cardinal faults lay higher up in the Company’ and that a ‘disease of sloppiness’ infected the entire company hierarchy.”
For the full story see Seaways February edition.
15. TT Club safety awards
The winners of this year’s TT Club Innovation in Safety Awards were announced at a presentation ceremony in London this week, recognising four outstanding innovations that demonstrate the cargo handling industry’s continued commitment to protecting workers and improving operational safety.
Independently organised by international cargo handling association ICHCA, the TT Innovation in Safety Awards are dedicated to both organisations’ mission to promote and improve safety in all operational aspects of the supply chain. In encouraging innovation, the awards are aimed at showcasing products, processes and services that address safety issues to as wide an audience as possible in an increasingly complex and challenging industry.
This year’s winners, selected from an impressive field of entries across four distinct categories, are:
· Winner: Turning data into insight
SICK AG – The multiScan100-S is the first safety-certified 3D LiDAR sensor with Safe Multi-Echo Technology that can detect obstacles through rain, fog and dust, enabling automated container handling equipment to maintain full safety-rated detection ranges and high-speed operations without false alarms.
· Winner: Learning and engaging
Active Training Team – Thrive is an immersive Safety Leadership Centre that uses live actors, film and realistic scenarios across purpose-built rooms to emotionally engage offshore wind and cargo-handling workers, transforming their understanding of risk and empowering them to intervene and challenge unsafe practices.
· Winner: New ways to make operations physically safer
SIBRE – SLP (Snag Load Protection) uses a high-precision sensor and machine-learning algorithms to detect and prevent dangerous snag-load events on Ship-to-Shore cranes before tension develops, while its Guardian add-on provides continuous monitoring of crane motion intensity and 360° impact detection.
· Winner: Safety of people/equipment interface
Long Beach Container Terminal – LBCT’s Overhead Load Protection System physically restricts cranes from passing over ground personnel in the rail yard, eliminating the risk of falling objects while providing live monitoring of all personnel and vehicle locations throughout the 48,000-foot facility.
Commenting on the winners, ICHCA’s CEO Richard Steele, said: “The calibre of entries we continue to receive for these awards is truly amazing. Each of these winning innovations represents a genuine breakthrough in addressing critical safety challenges in cargo handling operations.”
“From harnessing the power of data analytics to developing more effective training methodologies and creating practical solutions that separate people from machinery, these innovations have the potential to effect real change in our industry and ultimately save lives. We are proud to champion these ideas and give them the visibility they deserve.”
TT Club’s Managing Director, Loss Prevention Mike Yarwood, added: “These innovations demonstrate the industry’s unwavering commitment to safety advancement. These awards are just one part of our continuing efforts to connect innovators with operators and investors who can help scale these life-saving solutions.”
The Innovation in Safety Awards are part of a continuing development of TT Club and ICHCA’s shared goal to bring together as wide an audience of like-minded professionals as possible, to share experiences of both risks to safety and the successful problem-solving innovations they have developed.
A complete Innovation in Safety Award Digest detailing all entries will be published by ICHCA & TT Club soon.
16. Subject to contract
In a recent edition of HFW’s London Calling, Brian Perrott and Patrick Knox look at the phrase subject to contract.
A recent English High Court case underlined the significance of the label “subject to contract” when used in contract or settlement negotiations.
Where such negotiations include – and indeed, as they often do, begin with – a “subject to contract” reservation, or are otherwise expressed to be subject to e.g. management or other approvals, the associated conditionality remains in place, postponing any binding commitment between the parties, unless and until the parties expressly agree it has been removed, or such an agreement is necessarily to be implied.
Furthermore, there is a high bar to demonstrate such agreement or implication.
The case involved negotiations on a settlement of the claimant’s claim, all of which had taken place in written communications headed “subject to contract” and “without prejudice save as to costs”, with a draft settlement agreement put into circulation similarly labelled, and making clear that this would not be effective until each party had signed.
For the full story see the HFW website.
Notices and Miscellany
Maritime pilotage
The LSLC-YMP and Clyde & Co LLP are hosting a virtual seminar on March 9 at 1800 with Captain Barry Sadler CMMar, Chartered Master Mariner, who will provide insight into the role of the maritime pilot and share lessons learned from notable incidents in the Solent.
Drawing on his extensive experience, Captain Sadler will discuss selected case studies and offer practical and operational perspectives relevant to maritime lawyers, insurers and industry professionals.
Specific issues for discussion:
The loss of containers from the Baltic Klipper
The collision involving the Hanne Knutsen during Cowes Week
The loll and grounding of the Hoegh Osaka
The grounding of the CMA CGM Vasco de Gama.
HIVE appointment
Independent specialty MGA HIVE Underwriters has announced the appointment of George Stylli as Chief Technology Officer (CTO). Stylli brings nearly two decades of London Market technology leadership to the role, marking an important step in HIVE’s investment in top talent, advanced digital infrastructure, and knowledge-led underwriting.
Stylli joins HIVE with extensive experience across the London Market, having held senior technology leadership roles including Head of Engineering and Head of Business Solutions at Lloyd’s Managing Agents over the past 20 years. Throughout his career, he has led the delivery of complex, scalable platforms, modernised underwriting workflows, and driven technology-enabled transformation across multiple specialty insurance classes.
HIVE’s proprietary technology platforms include:
HIVE Hub: a class-agnostic specialty underwriting platform designed to support efficient, scalable underwriting operations and integrate with market placement and processing platforms.
HIVE Mind: a centralised data and analytics platform providing clear, consistent management information across the business.
HIVE Sentinel: a live asset-tracking and exposure-management platform for aviation, enabling real-time monitoring of every aircraft underwritten and delivering data-rich insights to support informed risk management.
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
Office work
You can create your own opportunities this week. Blackmail a senior executive.
To err is human, to forgive is Not Company Policy.
A conference is simply an admission that you want somebody else to join you in your troubles.
Work is the curse of the drinking class.
The fifteen minute morning coffee break is when your employees take a break from doing nothing.
You worry too much about your job. Stop it. You are not paid enough to worry.
The usefulness of a meeting is inversely proportional to its attendance.
If you don’t know what you’re doing, do it neatly.
Work fascinates me. I can sit and watch it for hours.
When in charge, ponder. When in doubt, mumble. When in trouble, delegate
The secret of success is sincerity. Once you can fake that you’ve got it made.
No man goes before his time. Unless, of course, the boss leaves early.
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.
