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IN THIS ISSUE
1. Time travellers in the Straits
2. Nordic energy
3. Misuse of flags
4. Freedom of navigation summit
5. War risk cover
6. Lifting advice
7. BV offshore centre
8. Ammonia approval
9. Seafarersโ awards
10. Wind propulsion
11. EU rules impact
12. ITIC warning
13. Hazardous cargo
14. Navigational safety
15. Maritime London appointment
16. Weather info
17. Fuel efficiency award
18. Confusion clauses
Notices & Miscellany
Readersโ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Time travellers in the Straits
By Michael Grey
โHormuz commanded the traffic along the shores of the Indian Ocean, linking what are now Oman and Pakistan, as well as the traffic through the Strait of Hormuz up to Basra in Iraqโฆ.โ It was โa dust blown port with no natural resources, but with as many as 40,000 inhabitants.โ Seeking some light relief from current world events, I have been reading David Abulafiaโs huge and fascinating โThe Boundless Sea โ a human history of the oceansโ, which is exactly what it says in the title and traces the interaction of mankind with the watery wastes since the dawn of human times.
It is an astonishing piece of work and if you are trying to put maritime history into a global context, rather than the somewhat Eurocentric dimension many of us have been brought up with, it is compulsive reading, as the author ranges between the various oceans which wash our respective shores, over millennia. It was nearly 700 pages into this story that the word โHormuzโ suddenly exploded onto the pages, with Abulafiaโs account of the Portuguese 16th century maritime empire and their efforts to bludgeon their way into a route for eastern spices to reach European markets that did not require the hazardous voyage around South Africa. And it is a gripping tale, with the difficulties of forcing the heavily contested passage through the Red Sea, or alternatively, securing the Arabian Gulf, replicating the power politics of today in a somewhat eerie fashion.
There is even a Trump-like character, in the terrifying Portuguese Admiral Alfonso de Albuquerque, whose policy of extreme violence, โthat spared neither women nor childrenโ bullied Hormuz into submission when his fleet arrived on the scene in 1507. They were to keep their tight control over what they recognised was a strategic location for their trade for more than a century. The ruins of their forts and defences are still visible today. In a curious fashion, this forensic examination of power politics in those days puts an interesting perspective on current events in that turbulent but strategically vital location. It was important to those who contested those waters then, for much the same reasons as they are considered vital to world trade today, as silks, spices and the riches of the east have given way to energy and agricultural cargoes.
One somehow suspects that these historical perspectives might be considered irrelevant to the various contestants as they trade their demands for a peace settlement that might get traffic flowing and the strait once again a properly recognised international waterway. Both the US and Iran have shown willingness to enforce their respective โblockadesโ by force and there is no great optimism that the plight of the marooned ships and their crews will be ended soon. The boast that Iranโs navy had been โobliteratedโ (a word that was probably in the vocabulary of Admiral Albuquerque) seems to have lacked complete credibility, with its โmosquito fleetโ of small craft still demonstrating their capabilities.
A neighbour, who is a former army officer, asked me over the garden fence โif a modern navy, with its vast resources and complete air superiority, canโt defend itself against speedboats and jetskis, is there any point in them?โ There is no obvious answer, except perhaps to wonder whether the military mindset has completely adjusted to the sort of wars that are being fought today with their drones and swarms and missiles? Might this be a case once again of todayโs generals fighting yesterdayโs war? Beyond my pay grade. Another relevant question might be whether the protection of merchant shipping is still a role for navies, when the ownership of those merchant ships is so opaque? Which ship is any multi-national force of warships supposed to protect, or is the protection โflag-blindโ? This was not the case in the Iran -Iraq confrontation in the 1980s, when there was all sort of desperate reflagging undertaken to join a convoy under a naval umbrella. Why should the US, or any other taxpayer, pay to supply protection for ships under convenient flags, with no connection to the protecting naval units? It is possible that this sort of question will arise again, as history, repeats itself.
Michael Grey is former editor of Lloydโs List.
2. Nordic energy
Nordic countries are set for a new phase of structural growth in electricity demand with the expected realisation of green steel fabrication projects that can trigger a significant shift in the regional market landscape, according to the latest Nordic Long-Term Market Outlook โ 2050 + from StormGeo.
Expansion of fossil-free steel production using green hydrogen generated by electrolysis has taken a big step forward with developer Stegra recently securing key financing for its proposed 700MW plant in Boden, northern Sweden.
โThis brings the project a big step closer to maturity and can set the stage for other similar projects being developed. Together with rapid expansion of AI data centres in the region, this can significantly boost local electricity consumption,โ said Sigbjรธrn Seland, Chief Analyst at StormGeo.
And this can change the market picture by stimulating demand and pricing to incentivise onshore wind investments in the northern zone that has rich potential for development but has earlier seen a collapse in prices due to oversupply.
Improving wind project economics in the north can reduce the price gap with the southern zone where project development has been hit by permitting issues and local opposition, despite historically stronger market fundamentals and higher prices.
The business case for renewables development in the Nordics has been further strengthened by recent geopolitical instability that has raised fossil fuel supply risk, as well as prices.
Onshore wind is seen as the prime focus for expansion due to its low cost and scalability, while offshore wind needs subsidy support โ with Denmark most proactive โ and nuclear build-out is mainly seen in Sweden.
โAbundant renewable resources in the Nordics allow low-cost and low-carbon power generation to be secured at the domestic level, increasing regional security of supply,โ Seland said.
But the report states that capacity expansion hinges on opportunistic investments in a complex and fragmented market landscape, with future investments likely to be dictated by demand location and regional price dynamics. StormGeo analysts also envisage new financing models โ such as compensation mechanisms โ to facilitate onshore wind development in Norway and Sweden.
โResource availability is now not the issue. The key challenge to capture value is to convert this potential into realised capacity in the right locations and at the right price,โ Seland concluded.
3. Misuse of flags
The International Maritime Organizationโs Legal Committee has approved a new set of guidelines to improve transparency and due diligence in ship registration, as well as prevent fraudulent registrations and misuse of flags.
The guidelines help to close a key regulatory gap for the maritime industry, given there is currently no binding international framework to regulate the registration of ships.
The newly approved Guidelines will assist new and existing flag State ship registries by providing practical measures to strengthen verification and due diligence, ensure accurate ownership records, and improve oversight of registration procedures.
Closing the 113th session of the Legal Committee held in London (13-17 April), IMO Secretary-General Arsenio Dominguez said:
โThis is a welcome step towards ensuring due diligence in ship registration systems for the benefit of safety, protection of the marine environment and the well-being of seafarers, essential for the safety and security of international shipping. The Guidelines will also aid in eliminating cases of fraudulent registration.โ
The Legal Committee noted that the number of ships flying a false flag had increased since the previous session in 2025, with 529 ships falsely flying the flag of a country in the past year. Nearly 40 Member States had seen cases of their flags being fraudulently used by criminal groups without their knowledge or consent.
The Guidelines focus on:
- Legislation governance and control on who can perform registration of ships
- Procedures for quality assurance in ship registrationย
- Due diligence on ship identity and eligibility checks
- Information sources and information sharing.
The Committee also took decisions on substandard shipping, the Strait of Hormuz, fair treatment of seafarers and the liability and compensation regime relating to alternative fuels.
The Committee re-established a correspondence group to continue working on the Regulatory Scoping Exercise to review IMO conventions and other tools available to member states, with the aim of developing actions to prevent unlawful operations, including substandard shipping. The correspondence group will develop terms of reference for a working group to be convened at the next session to focus on the issue.
The Committee noted with alarm that from 1 January to 31 December 2025, a total number of 410 new cases had been reported on the joint IMO/ILO database on seafarer abandonment, affecting more than 6,000 seafarers. These figures excessively surpass all the previous years’ record of reported cases. In 185 reported cases, there was no obligatory financial guarantee.
In addition, from 1 January 2026 a further 103 abandonment cases have already been recorded on the joint IMO/ILO database.
The Committee urged member states to ratify the Maritime Labour Convention, 2006, including its 2014 amendments, and to apply the 2022 joint ILO/IMO Guidelines on how to deal with seafarer abandonment cases. It stressed that port, coastal and flag states must take seafarers’ rights seriously and cooperate with other stakeholders to resolve cases.
4. Freedom of navigation summit
The Secretary-General of the IMO Arsenio Dominguez delivered an address to the France-UK Summit on Freedom of Navigation in the Strait of Hormuz on 17 April 2026: โThe geopolitical conflict around the Strait of Hormuz is having a very negative effect on seafarers and shipping, and on the global population and economy,โ he said.
โApproximately, 20,000 innocent seafarers and nearly 2,000 vessels remained trapped in the Persian Gulf. Any disruption to shipping represents a global interference to energy and food security. The principle of freedom of navigation is not negotiable.
โIn accordance with the United Nations Convention on the Law of the Sea and customary international law:
โข Straits used for international navigation cannot be closed by bordering States.
โข Equally, there is no legal basis for any country to introduce payments or impose tolls, fees, or discriminatory conditions on straits.
โAny deviation, from these well-established and recognized principles would set a negative precedent and severely undermine the integrity and stability of shipping operations worldwide.
โSince 1968, the International Maritime Organization has established a traffic separation scheme or maritime corridor, in the Strait of Hormuz.
โThis maritime corridor, jointly operated between Oman and Iran, has ensured safe navigation for decades. This is a mandatory mechanism in accordance with the IMO Safety of Life and Sea rules. Both countries are signatories to this Convention.
โOur main concern remains the safety and the well-being of the innocent seafarers trapped in the Gulf due to the conflict.
โFollowing the IMO Council decision, I have begun the development of an evacuation framework, using the existing traffic separation scheme, to securely evacuate ships and seafarers from the conflict zone provided it is safe to do so. The technical and operational developments are being carried out with the involvement of the regional countries, including Iran, and with the support from relevant countries assisting in the negotiations. As an Organization, we are ready to implement this framework without delay.
โIn this respect, I call upon your support to intensify the diplomatic work and engagement with IMO and the United Nations as a whole to, in particular:
โข Uphold the principle of freedom of navigation;
โข Reject an imposition of tolls, fees or discriminatory transit measures for the passage through a strait used for international navigation;
โข Support the IMOโs plan to facilitate the evacuation of affected seafarers;
โข At the appropriate time, assist with the clearance of any hazards to the commercial ships navigating in the Strait of Hormuz, including mines;
โข Provide any technical and operational civilian assistance to operationalize the evacuation framework; and
โข Ensure practical assurances to the shipping sector, including access to insurance at reasonable costs, to enable the resumption of normal operations as soon as practicably possible.
โI would like to close by appreciating the support provided by the countries in the region in delivering essential supplies to seafarers in the Persian Gulf, safeguarding their well-being and to continue to do so, and also to facilitate crew changes when safe and possible. Shipping and seafarers should never be used as leverage in geopolitical conflicts.โ
The IMO Secretary-General issued a further statement this week saying:
โThe attacks on and seizures of commercial ships are unacceptable. I once again call for these reckless actions to cease and for any ships and innocent seafarers to be released immediately.
The situation in the region remains extremely volatile. I cannot understand why companies would take risks and endanger seafarersโ lives.
Today I spoke to a seafarer who was stranded in the Persian Gulf. He described the constant stress of missiles overhead, the danger of falling debris striking the ship, the need to ration supplies, and the difficulty of keeping his family informed about his situation.
This seafarer was thankfully able to leave, but nearly 20,000 others remain, after more than seven weeks, still uncertain when they will be able to return home. There is much more work to be done.
De-escalation, meaningful actions and restoring the freedom of navigation is the only way forward.โ
5. War risk cover
Shipowners and brokers need to take greater consideration of the scope of their war risk cover, and not just the price, as the number of war risk claims following incidents outside of traditional high-risk areas has risen.
Ben McKeith, Senior Underwriter at the London P&I Club, has advised that not enough owners are considering their long-term war risk cover plans as part of their risk management strategy. He noted that owners are often more conscious of the scope of their cover during periods of geopolitical instability, most recently seen following the escalation of tensions in the Middle East Gulf, and that war risk cover needs to be treated more seriously and assessed more regularly.
โUntil recently, owners have not had good reason to consider the scope of their war cover and therefore it is treated as an afterthought until it is time to renew. The recent developments in the Middle East have once again put a spotlight on why continuously assessing your war risk cover needs is so important for owners and brokers,โ McKeith noted.
His warning comes after not only the escalation of tension involving Iran, but at least half a dozen war risk claims that have been filed in the last 12 months following attacks on vessels outside of traditional high-risk areas, despite being linked to the ongoing Russia-Ukraine conflict.
โWe have seen incidents of limpet mines being attached to vessels that then explode outside of the Black Sea, most notably off the coast of Turkey, in the Mediterranean, off the coast of North Libya and off the west coast of Africa. For some, that might mean there is a different insurer for the claim to the one that provided breach cover for the voyage within the Black Sea so it is essential that the scope of both covers are considered closely and that they dovetail to ensure that there is no risk of gaps in cover.โ
McKeith noted that while many shipowners know they are not trading in areas that would likely need additional breach war risk cover, the growing number of losses occurring outside of a high-risk area are another example of the emergence of new threats that put a focus on ensuring that they have the right war risk cover in place.
โSome owners are choosing to have limited war risk cover because they know theyโre not trading in traditional high-risk areas. For example, in the Black Sea, some are thinking that they can skirt defined high-risk areas to avoid incident. However, floating mines, drones and underwater divers could still target your vessel regardless of cargo or destination.
โWe are seeing a similar story play out in the Middle East as geopolitical challenges continue to limit access to the Strait of Hormuz. Some shipowners know they arenโt entering a high-risk area like the Black Sea or Middle East Gulf so they donโt scrutinise their war risk cover. However, the emergence of new risks means that we are urging owners and brokers to take a closer look at their war risk cover and ensure they have adequate cover in place.
โThat is the whole point of marine insurance. It is a check against the unexpected.โ
McKeith added that, while owners and brokers are rightfully asking questions about their exposure and war risk cover today, they need to be asking those same questions when it comes to renewing their cover, which could be at a much later date, regardless of the status of the conflicts in the Middle East and the Black Sea.
โShipowners and brokers need to ask themselves today what they actually have in their war risk cover. For many, the answer is just a standard policy that they tick off as part of their annual insurance premiums.
โHowever, the ongoing geopolitical issues in the Middle East Gulf means that it is unlikely that we will see a return to low premiums for war risk cover any time soon. So while it might still be a while off until owners need to renew that cover, they need to start considering today how adequate their war risk cover needs to be for next year, particularly as vessels face greater exposure outside of traditional high-risk areas.โ
6. Lifting advice
The International Association of Classification Societies (IACS) has published a Recommendation to improve safety standards for lifting appliances, in line with SOLAS regulations covering both new and existing lifting appliances.
Lifting appliances play a vital role in cargo handling and ship operations, yet their limited structural redundancy has long posed safety risks for crews and vessels. To address these hazards, the International Maritime Organization (IMO) has introduced new mandatory requirements for the design, construction, installation, testing, examination, marking, maintenance, inspection and operation of lifting appliances under the SOLAS Convention. These regulations entered into force on 1 January 2026 and aim to prevent failures that have previously resulted in fatalities, injuries, lifting appliances loss and ship damage.
The new SOLAS regulations apply to all new lifting appliances installed on or after 1 January 2026, and to existing lifting appliances and associated loose gear no later than the first renewal survey on or after that date. Regulation II-1/3-13 introduces requirements for classification of standard design and construction, periodic load testing and thorough examinations for both new and existing lifting appliances.
7. BV offshore centre
Bureau Veritas Marine & Offshore (BV) has announced the launch of its Offshore Center of Excellence in Asia Pacific, reinforcing its commitment to supporting the safe, efficient, and sustainable development of offshore energy projects to meet the surging global energy demand.
Using BVโs capabilities within the region, with teams based in Singapore, Shanghai and Kuala Lumpur, the Offshore Center of Excellence combines local expertise with BVโs global technical network to support both offshore oil and gas projects as well as the rapidly expanding offshore renewable energy market.
As offshore energy projects grow in scale and complexity โ spanning oil and gas, offshore wind and emerging energy sectors โ the need for coordinated, multidisciplinary expertise across the full supply chain continues to increase. The Offshore Center of Excellence addresses this by providing a single, accessible hub of expertise to support projects across a variety of offshore assets.
At a time when shifting trade dynamics are placing increased strain on global supply chains, the need for resilient, regionally anchored expertise in offshore energy has become more critical than ever. By strengthening local capabilities while maintaining seamless access to global technical resources, BVโs Offshore Center of Excellence in Asia Pacific responds directly to these challenges โ enabling project developers and operators to better navigate supply chain disruptions and mitigate risk.
The Center supports a broad range of assets, including FPSOs, FSOs, FSRUs, FLNGs, floating wind turbines, and drilling units. Supported by Bureau Veritas Groupโs broader capabilities, the center offers a comprehensive suite of services spanning classification, certification, verification and advisory services, including regulatory compliance support, hydrodynamic and structural analyses, safety studies, new technology qualification, sustainability advisory and cybersecurity services.
Consisting of a dedicated team of offshore specialists, led by Dr. Rongrong Jiang, , the centre combines responsive, locally accessible resources with BVโs global network of industry experts. Leveraging 50 years of offshore experience, BV contributes to around 250 floating assets worldwide, including 150 certified platforms in the North Sea and Asia.
8. Ammonia approval
Classification society ClassNK has issued an Approval in Principle (AiP) for an ammoniaโfuelled panamax bulk carrier equipped with an IMO Type B independent fuel tank developed by Planning and Design Center for Greener Ships. This marks the worldโs first AiP for a ship with Type B tanks installed on the exposed deck. The certification demonstrates its feasibility from regulatory and safety perspectives.
As decarbonisation becomes a major challenge for the shipping industry, ammonia, which emits no COโ during combustion, is expected to be utilized as a zero carbon marine fuel. Traditionally, IMO Type C tanks* have been the mainstream choice for ammonia fueled ships and other alternative fuel ships due to their advantages in productivity and cost. Meanwhile, for the large-capacity fuel tanks required on ammonia-fuelled ships, IMO Type B tanks are gaining recognition as an alternative, offering superior cargo efficiency and outfitting flexibility.
ClassNK has been involved in projects aiming for zero-emission ships using ammonia fuel in terms of safety assessment, and has issued its โGuidelines for Ships Using Alternative Fuelsโ as a necessary standard to minimize the risks related to ammonia-fueled ships for the ships, crews, and environment by stipulating requirements for installation, controls, and safety devices. Following a review of the ship design based on the above guidelines and the relevant Rules and Guidance for the Survey and Construction of Steel Ships. Upon confirming compliance with the prescribed requirements, ClassNK issued an AiP.
* One of the independent tank types defined under the IGC Code, the international code for the construction and equipment of ships carrying liquefied gases such as ammonia and LNG in bulk.
9. Seafarersโ awards
Seafarersโ welfare charity The Mission to Seafarers is now accepting nominations for its prestigious International Seafarers Awards 2026.
Taking place on Friday, 13th November 2026, and now in its ninth year, the annual awards have established themselves as a highlight of the Singapore maritime calendar, celebrating individuals and organisations that have made significant contributions to enhancing the welfare and wellbeing of seafarers globally. The closing deadline for nominations is 6th July 2026.
The Awards Ceremony serves as a testament to the industry’s commitment to seafarer welfare, bringing together maritime professionals from around the globe for a glittering gala dinner. Held at the illustrious Fairmont Singapore Hotel, it gives the industry the opportunity to celebrate the backbone of global trade – seafarers. As always, the event promises an evening of celebration and networking while honouring the invaluable efforts of seafarers, shore-based staff, and shipping companies who champion crew welfare.
Jan Webber, Director of Development at The Mission to Seafarers, highlights the importance of celebrating those who go above and beyond for the welfare of seafarers worldwide, commenting: โThe Seafarers Awards exist to shine a light on the outstanding work of individuals and organisations who dedicate themselves to supporting our seafarers. Those nominated play a vital role in protecting their well-being, and it is a privilege to recognise and celebrate their efforts.โ
The Mission to Seafarers invites individuals and organisations to nominate deserving candidates for the following categories:
- Seafarer Award โ The seafarer who has made a significant contribution to welfare at sea.
- Shore-based Award โ The shore-based person who has made a significant contribution to seafarersโ welfare.
- Cadet Award โThe Cadet or Trainee who has made a significant contribution to seafarersโ welfare at sea or ashore.
- Innovation Award โ Theย company that has embraced a new programme, project, or training which has enhanced seafarersโ welfare.
- Rescue Award – The Captain or Crew who has coordinated a successful rescue operation to save lives at sea.
- Secretary General Award โ The person or company who has shown sustained efforts to improve seafarersโ welfare at sea or ashore.
- To make an awards nomination see the linkย –ย https://www.missiontoseafarers.org/seafarers-awards-2026-nominations-form
10. Wind propulsion
The global shipping industryโs slow uptake of wind propulsion is no longer a technology issue, but a commercial one, according to new analysis from BAR Technologies.
While proven wind-assisted propulsion systems like WindWingsยฎ are now delivering measurable fuel and emissions savings in operation, adoption across the fleet remains uneven. BAR Technologies argues that the root cause lies in the way value is structured between shipowners and charterers under existing charterparty agreements.
โThe industry doesnโt have a technology problem; it has a contract problem,โ said John Cooper, CEO of BAR Technologies. โWe canโt keep waiting for perfect charterparties to appear. The industry needs to make this work with whatโs in place today, because those who do will be in a far stronger position than those who donโt.โ
Shippingโs long-established commercial model separates ownership from operation. Owners invest in vessels and onboard technologies, while charterers typically control fuel consumption and voyage decisions. In time charter arrangements, this creates a disconnect between owners’ funds and wind propulsion systems, but charterers often realise the immediate fuel and emissions benefits.
This โsplit incentiveโ is increasingly recognised across the industry as a key barrier to scaling wind technologies.
The challenge is not without precedent. The introduction of scrubbers created a similar dynamic, with owners funding installation and charterers sharing in the benefit. However, shorter, clearer payback periods enabled faster commercial alignment. With wind propulsion, longer and less predictable returns are complicating the agreement.
Legal and contractual frameworks are now under increasing scrutiny. Industry experts note that wind propulsion introduces new variables into traditional charterparty clauses, from performance measurement to operational constraints. Without clear definitions of value and responsibility, stakeholders risk disputes rather than shared benefits.
At the same time, market participants are beginning to explore new commercial approaches. These include baseline performance agreements, shared-savings mechanisms, and performance-linked charter structures. However, most remain bespoke and negotiated on a case-by-case basis, limiting scalability.
Industry bodies are also responding. BIMCO is currently developing an Energy Saving Device Retrofit Addendum designed to help owners and charterers agree on how to allocate costs, risks and benefits when installing efficiency technologies during a charter period.
While the commercial case is still evolving, external pressures are only increasing. Regulation is tightening, fuel costs remain volatile, and expectations around emissions performance continue to rise.
Established wind propulsion technologies like WindWingsยฎ are already demonstrating fuel and emissions savings of 5โ20% in real-world conditions, meaning delays in adoption are leaving measurable reductions on the table today.
Wind propulsion is now linked not only to fuel savings but also to regulatory exposure, including FuelEU Maritime and the EU Emissions Trading System, increasing its strategic importance.
BAR Technologies said the industry cannot afford to wait for perfect contractual solutions.
โThe question is no longer whether wind propulsion works, that has already been established,โ Cooper added. โIt is whether the industry can afford not to make it work commercially, now, not later because every delay means avoidable fuel burn and emissions that could be reduced today.โ
11. EU rules impact
Bureau Veritas Marine & Offshore (BV), has released a policy report which details the impact that the integration of the Renewable Energy Directive III (RED III) will have on the maritime industry as EU member states continue in their efforts to transpose its provisions into national legislation.
Following significant revisions to the RED in 2023, as part of the EUโs โFit for 55โ package, Member States are required to integrate RED III objectives into national law in order to achieve the binding renewable energy targets outlined in the directive. These targets require the entire transport sector, including the maritime industry, to evidence a 29% renewable energy share by 2030, or a GHG intensity reduction of 14.5% by 2030.
The Directive sets an obligation for EU countries to ensure that the combined share of advanced biofuels, biogas and Renewable Fuels of Non-Biological Origin (RFNBOs also called e-fuels), represents at least 5.5% in 2030, of which RFNBOs must make up 1%. Additionally, EU countries with maritime ports must ensure that the share of RFNBOs supplied to their national maritime transport sectors is at least 1.2% by 2030.
As RED III represents an EU directive, it is the responsibility of Member States to transpose its provisions into national law, allowing, for example, the exclusion of specific transport sectors โ such as shipping โ from their projected targets. As a result, RED IIIโs impact on the maritime sector is likely to vary considerably throughout the EU, creating a patchwork of differing compliance obligations for bunker suppliers, impacting the continued availability and cost of marine fuels.
In addition, RED IIIโs prescriptive support of certain sustainable fuels can create uneven signals with established regulatory frameworks, such as Fuel EU Maritime (FEUM) in some Member States. With RED III transposition, some sustainable fuels may be eligible for use in maritime operations in one European jurisdiction but not in another.
Bureau Veritas supports stakeholders in understanding and complying with the EU Renewable Energy Directive through expert regulatory analysis.
Julien Boulland, Sustainability Strategy Leader at Bureau Veritas Marine & Offshore, said: “Shipping is facing a myriad of challenges within an increasingly volatile and uncertain global landscape. The ongoing transposition of RED III in Member States has the potential to generate a clear demand signal for sustainable fuel producers and suppliers, leading to increased availability and improved diversity for shipowners. However, the uneven transposition of the RED by Member States leads to a diverse regulatory patchwork, price uncertainty and room for bunker optimization
12. ITIC warning
A US$30,000 off-spec grain cargo claim directed at the wrong surveyor has prompted International Transport Intermediaries Club (ITIC) to warn marine surveyors of the liability exposure they face when the scope of their instructions is not precisely recorded.
A marine surveyor was appointed by the seller of a grain cargo to conduct a joint survey at the load port. The buyer accepted the cargo and subsequently sold it on. At the discharge port, the ultimate buyer and consignee alleged the grain was off-spec due to the presence of ambrosia seed and other impurities.
After the cargo was resold at a discount, the original buyer pursued a loss of US$30,000, first from the seller and then from the seller’s surveyor, alleging the joint survey had been negligently conducted due to a failure to test for specific parameters.
During its review, ITIC found that the surveyor had acted strictly within the scope of the instructions provided by the seller. Critically, the buyer had appointed its own surveyor to attend the joint survey, operating under a separate and different set of instructions. The seller’s surveyor owed no duty of care to the buyer. The claim was misdirected and there were no grounds for legal action.
Mark Brattman, Claims Director at ITIC, said: “This case shows how vulnerable marine surveyors can become when parties later assume that certain checks or tests should have been carried out, even where those tasks were never part of the agreed instructions. Once a cargo quality issue emerges further down the chain, there can be a temptation to look back at the original survey and try to attribute responsibility to it.”
The case carries a particular warning for marine surveyors working in grain and agricultural commodity trades, where disputes over quality parameters are common and industry expectations around testing can vary. Where a test falls outside the scope of a surveyor’s instructions but might reasonably be expected as standard practice in that trade, the absence of that test can become a point of contention, even where no formal obligation existed.
“In cargo and commodities trades, disputes often arise after the commercial position has deteriorated and losses need to be allocated. Good documentation is one of the strongest protections available to surveyors. If a principal instructs you not to carry out a check that would ordinarily be expected in that trade, record that instruction and reflect it clearly in the report. It closes the door on assumptions before they become allegations,” Brattman said.
ITIC urges surveyors to ensure their scope of engagement is agreed and confirmed in writing before work begins, and that survey reports state explicitly not only what was tested but what fell outside the agreed parameters.
13. Hazardous cargo
Belgium, Germany, the Kingdom of Netherlands and Sweden recently deposited ratifications to the 2010 HNS Convention.
Four states deposited their instruments of ratification of the International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea, 2010 (2010 HNS Convention), bringing the treatyโs entry into force a step closer.
The 2010 HNS Convention aims to ensure adequate, prompt, and effective compensation for those affected by incidents involving hazardous and noxious substances (HNS) carried on seagoing ships. This is particularly relevant given the increasing amounts of chemicals and alternative fuels being transported in bulk by sea.
There are now 12 contracting states to the 2010 Protocol to the HNS Convention, meeting the number of states criteria for entry into force. The treaty requires at least 12 states to express their consent to be bound by it, including four states each with not less than 2 million units of gross tonnage. Five of the eight States which had previously ratified the treaty had more than 2 million units of gross tonnage each.
The Protocol additionally requires states to submit to the IMO Secretary-General at the deposit of the instrument of ratification and annually thereafter, on or before 31 May (until the Protocol enters into force for that state), data on the total quantities of HNS contributing cargo liable for contributions received in that state during the preceding calendar year.
The 2010 HNS Protocol will enter into force 18 months after the contracting parties have received during the preceding calendar year a total quantity of at least 40 million tonnes of cargo contributing to the HNS general account. The total quantity received by Belgium, Germany, the Kingdom of Netherlands and Sweden in 2025 is almost 28 million tonnes of HNS contributing cargo.
This means that the HNS contributing cargo data received by existing 8 contracting states in 2025 (they received a total of more than 22 million HNS contributing cargo in 2024) will be assessed after 31 May 2026, in order to confirm the entry into force date 18 months later, i.e. 30 November 2027 the earliest.
The deposits were welcomed by IMO Secretary-General Arsenio Dominguez and Director of the International Oil Pollution Compensation Funds (IOPC), Gaute Sivertsen.
When in force, the 2010 HNS Convention will provide a regime of liability and compensation for damage caused by HNS cargoes transported by sea, including oil and chemicals, and covers not only pollution damage, but also the risks of fire and explosion, including loss of life or personal injury as well as loss of or damage to property.
The 2010 HNS Convention establishes the principle that the ‘polluter pays’ by ensuring that the shipping and HNS industries provide compensation for those who have suffered loss or damage resulting from an HNS incident. An HNS Fund will be established, to pay compensation once the shipowner’s liability is exhausted. This Fund will be financed through contributions paid post incident by receivers of HNS cargoes
The 2010 HNS Convention complements existing regimes already in force for the transport of oil as cargo, bunker oil used for the operation and propulsion of ships, the removal of hazardous wrecks and claims for death of or personal injury to passengers, or for damage to their luggage, on ships.
Total compensation available under the HNS Convention will be capped at 250 million Special Drawing Rights (SDR) of the International Monetary Fund (approximately USD $360 million at current exchange rates) per event. Shipowners are held strictly liable up to a maximum limit of liability established by the Convention for the cost of an HNS incident. Registered owners of ships carrying HNS cargoes have to maintain insurance that is State certified. The HNS Fund will pay compensation once the shipowner’s liability is exhausted and is financed through contributions paid post incident by receivers of HNS cargoes.
The HNS Fund will be administered by States and contributions will be based on the actual need for compensation.
HNS covered by the Convention include: oils; other liquid substances defined as noxious or dangerous; liquefied gases; liquid substances with a flashpoint not exceeding 60หC; dangerous, hazardous and harmful materials and substances carried in packaged form or in containers; and solid bulk materials defined as possessing chemical hazards.
It is estimated that some 65.000 ships will require the HNS certificates of insurance or other financial security.
14. Navigational safety
A large-scale operational study conducted jointly by Orca AI and leading P&I club NorthStandard marks the the first time an AI navigation provider and marine insurer have combined large-scale operational data to quantify the real-world impact of AI on navigational safety.
Based on data from a globally operating cohort of 139 container vessels, the study found that deployment of Orca AIโs platform resulted in a 52% reduction in high-severity close encounters over 12 months, with an initial 22% reduction achieved within the first six months.
The study examined more than 10.8 million nautical miles of voyages, comparing the initial system adaptation period (first three months after installation) with the stabilised usage phase (months 10โ12). The primary safety metric was the incidence of high-severity close encounters, defined using objective parameters including Closest Point of Approach (CPA), Time to Closest Point of Approach (TCPA), COLREGs interactions, and traffic density.
Improvements were consistent across vessel ages, underscoring that AI-enhanced situational awareness can strengthen safety performance regardless of legacy bridge systems.
The report found increased adherence to SMS protocols in open waters, mirrored by measurable reductions in high-severity close encounters across congested shipping corridors, including the North and Baltic Seas (36%) and the China Sea and Japan Sea (18%).
In these congested areas, the analysis also identified a clear shift toward more proactive behaviour, reflected in higher usage of the Orca AI platform. Crews relied more heavily on the system in environments with the highest navigational complexity – where bridge teams manage dense traffic, multiple contacts, and limited decision time.
In such conditions, AI decision support plays a critical role in enabling safe and timely decision-making. The findings show that crews actively use AI-assisted situational awareness to manage multiple contacts, prioritise risk, and maintain awareness in rapidly developing situations.
This combination of improved outcomes and increased usage demonstrates that AI is not only effective, but operationally embedded. Together, these findings suggest that AI is becoming an integral part of bridge operations, supporting more consistent, proactive decision-making in environments where risk is highest and the margin for error is lowest.
Yarden Gross, CEO and co-founder of Orca AI, said: โWhat this joint analysis does is validate, at scale, what weโve been seeing across our customer base for several yearsโthat earlier, better-informed decisions on the bridge lead directly to safer voyages. By improving detection, prioritisation, and response in real time, crews are able to manage developing situations before they escalate into high-risk encounters.
โAs this shift becomes measurable and consistent across fleets, we can expect it to increasingly be reflected in reduced risk exposureโand over time, in how insurers assess that risk.โ
โFleet growth, crewing shortages, rising asset values, and increasing disruption to navigation systems – including GNSS interference and spoofing that recent geopolitical conflicts have exposed at scale – are compounding navigational risk. The operating environment today is more complex, less predictable, and less forgiving,โ said Colin Gillespie, Head of Loss Prevention at NorthStandard.
โWhat weโre seeing through our work with Orca AI, and now reinforced by this study, is that improved situational awareness and earlier risk detection can materially reduce close-quarters situations. For our members, and bridge teams, that translates directly into safer operations, lower exposure to navigational risk, and more consistent decision-making under pressure.โ
15. Maritime London appointment
Maritime London has announced the appointment of Mark Williams as its next Chief Executive, succeeding Jos Standerwick.
Mark was the founder and Managing Director of Shipping Strategy Ltd, a consultancy providing market intelligence, forecasting and advisory services to governments, shipowners, investors, financiers and industry bodies. Over the course of his career, Mark has held senior roles across leading organisations including Braemar Shipping Services, Maritime Strategies International and HSBC Shipping Services, and is widely recognised as a leading voice on shipping markets, macroeconomics and the energy transition.
Harry Theochari, Chair of Maritime London, commented:
โMark brings a rare combination of deep market insight and industry credibility. His understanding of global shipping, coupled with his ability to engage across the maritime ecosystem, makes him exceptionally well-placed to lead Maritime London during this pivotal time for the Shipping and Maritime Industries as they face the challenges of decarbonisation, the advent of new and disruptive technologies and some formidable geopolitical upheavals.”
Mark Williams said:โ It is a privilege to be appointed Chief Executive of Maritime London. The organisation plays a vital role in convening, informing and promoting the UKโs world-leading maritime services sector. I look forward to working with the Board and members to build on this strong foundation and to support the continued growth and international competitiveness of the UK maritime cluster.โ
He will formally take up the role on May 18th, with a structured handover period ensuring continuity and ongoing engagement with members and stakeholders.
16. Weather info
Weathernews, a global provider of weather intelligence and voyage optimisation services, has launched an enhanced wave and wind forecasting capability alongside an expanded marine and voyage data offering, integrated into its SeaNavigator platform and now made available externally via API.
The development combines a high-resolution forecasting model with a global dataset of meteorological, oceanographic and voyage data, including vessel routing, speed and fuel consumption, as well as performance insights, enabling shipping companies to integrate environmental and operational insights directly into their systems.
The updated model reduces wave height prediction error by approximately 23% compared to conventional methods, based on analysis of forecast performance up to seven days ahead. This enables earlier identification of developing weather systems and more reliable voyage planning, while improving detection of rapidly intensifying events including severe low-pressure systems and tropical cyclones.
The launch comes as operators face a more complex and less predictable operating environment shaped by fuel cost pressure, environmental regulation, geopolitical disruption and increasingly variable weather patterns. The challenge is no longer only forecasting individual events, but understanding how conditions vary, how severe they are relative to historical benchmarks, and what that means for vessel performance, safety, routing and commercial outcomes.
To address this, Weathernews has expanded access to its dataset, including global wave and wind forecasts, ocean currents, sea surface temperature, sea ice information and voyage data. Covering oceans worldwide and approximately 2,300 ports, it enables data-driven operational management, improved reporting transparency and more detailed performance analysis.
Recent conditions in the North Atlantic, particularly across the Channel and Bay of Biscay, illustrate the scale of this challenge. Weathernews analysis indicates that the most recent winter period was comparable to the severe conditions of 2013-2014, with persistent low-pressure systems creating a sustained bottleneck for vessel movements across key routes. This highlights the need not only for more accurate forecasting, but for better ways to measure and contextualise severity over time.
The forecasting system combines global numerical weather prediction models with satellite observations, ocean and vessel-derived data, applying ensemble techniques that analyse more than 80 scenarios to identify the most reliable outcome. Operating at a spatial resolution of 0.125 degrees (approximately 10-15 km depending on location) and updated 6-hourly or daily depending on the dataset, it provides detailed insight into ocean conditions across global shipping routes, with forecast coverage extending up to 15 days ahead.
Delivered via cloud-based APIs and integrated within SeaNavigator, the data supports voyage management, performance analysis and reporting, including route optimisation, fuel and cost modelling, emissions monitoring and weather-related risk assessment.
Craig West, CEO Europe at Weathernews, said: โShipping is entering a period where volatility is no longer an exception to be managed around, but a structural part of operations. The issue is not only whether we can forecast weather more accurately, but whether operators have the tools to understand how severe conditions are becoming and what impact this has on voyage performance. Our approach combines improved forecasting, high-quality data and expert interpretation to help shipping companies make better decisions earlier.โ
17. Fuel efficiency award
Opsealog, a provider of data integration and performance management services for the marine offshore industry, has announced Tullow Ghanaโs Flat Confidence as the inaugural winner of its Fuel Efficiency Award.
The Fuel Efficiency Award has been launched by Opsealog to recognise and celebrate measurable, data-driven performance improvements in fuel efficiency performance across offshore support fleets, spanning all vessel types.
Flat Confidence is a Ghanaian-owned anchor handling tug supply vessel (AHTS) supporting Tullowโs operations in Ghana. Tullow Ghanaโs vessel was recognized for consistent fuel efficiency improvements achieved through disciplined best-practice application over a full year.
According to Opsealogโs assessment, Flat Confidence delivered a 732.6 mยณ reduction in fuel consumption, resulting in 1,984 tonnes of CO2 avoided. The vessel also recorded a 95% best-practices application rate in on-field standby, highlighting the impact of sustained operational discipline in high-activity marine offshore environments such as the Ghanaian waters where MV Flat Confidence operates.
Enzo Rossi, Sales & Account Manager at Opsealog, said: โThis achievement reflects the dedication, professionalism, and safety-first mindset of the crew. Tullow Ghana and Opsealog congratulate the captain and crew of MV Flat Confidence and look forward to building on this success as part of their shared commitment to responsible and efficient offshore marine operations.โ
Samuel Kwesi Dickson, Head of Materials and Logistics at Tullow Ghana, said:
โThe success of MV Flat Confidence reinforces the strong values and commitment we apply to our operations as a company. Driving operational excellence, safety and efficiency continue to elevate our performance as a leading operator in Ghanaโs oil and gas industry.
We celebrate MV Flat Confidence and its crew for their dedication and outstanding performance. We also commend Opsealog for their partnership and support in helping us transform the way we manage fuel across our fleet, improve efficiency and support business sustainability.โ
18. Confusion clauses
In their most recent London Calling bulletin Brian Perrott and Stephanie Morton of HFW consider the importance of reviewing governing law and jurisdiction clauses across all contractual layers, particularly where standard form documents are used sequentially and introduce different provisions. For details see the company website.
Notices and Miscellany
Technology cooperation
A ceremony is due to take place on May 15 at IMO headquarters regarding the new IMO Technology Cooperation Programme supported by Japan (Nippon Foundation) with a lunchtime seminar on Maritime Autonomous Surface ships.
Safety culture conference,
The UKโs leading forum on safety culture in shipping, the Safety Culture Conference, brings together experts from across industry and beyond to explore how we can move from simply monitoring safety compliance to building safety cultures that are practical, effective, and long lasting.
Kindly supported by the UK P&I Club and Caledonian MacBrayne, the conference will create space for open discussion, the exchange of good practice, and constructive challenge to established approaches.
Designed as a progressive learning journey, each session builds on the last. The full programme is now live, featuring expert-led sessions . For details see the UK Chamber of Shipping 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
Following a really good party one night, the hosts decided to leave the assorted bottles and dregs until the next morning.
As they staggered downstairs next day, they found their young children finishing off all that they could find, and looking the worse for wear.
Not knowing what to do, the father suggested taking them out in the car for some fresh air.
A traffic policeman, seeing the car going round and round the block for no reason, pulled him over and breathalyzed him … and the meter showed positive.
While matters were being sorted out, one of the children asked the policeman if he could try the breathalyzer … and the meter again showed positive!
“Damn,” said the policeman, “another faulty meter!” He then apologized to the driver for stopping him, and drove off without another word…
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Maritime Advocate Online is a fortnightly digest of news and views on the maritime industries, with particular reference to legal issues and dispute resolution. It is published to over 20,000 individual subscribers each edition and republished within firms and organisations all over the maritime world. It is the largest publication of its kind. We estimate it goes to around 60,000 readers in over 120 countries.
