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IN THIS ISSUE
1. Don’t try and fix it yourself
2. Hazardous substances
3. WindWings collaboration
4. Marshall Islands progress
5. Innovation award
6. AI advance
7. NVOCC service
8. Bulker values surge
9. Diver safety
10. Palau flag statement
11. Offshore charging call
12. Maritime adversity award
13. Marshall Islands judgment
14. Training centre
15. NorthStandard results
16. Methane pathway
17. Rapid escape route
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Don’t try and fix it yourself
By Michael Grey
When things break on board ships, the natural inclination of seafarers is to “work around” the problem, seek alternatives and use their training and initiative to restore the situation. It is, one might think, in the seafaring genes and one only has to consult the maritime history books to find umpteen examples of heroic voyages when everything went wrong, but those aboard went to extraordinary lengths to get the ship to port. Every examination question in Mates’ Orals seemed to require an answer that began with “take three stout spars” and until the days when ships had no useful wood in them, and were far too large for human intervention – humans successfully would intervene.
Jury rigged steering systems were fashioned out of rope and wire, lost rudders replaced by hatchboards and spars, anchors carried out by lifeboats lashed together. The crew of a disabled cargo liner would dine out for the rest of their lives on the tale of how they managed to produce a full set of sails using hatch tarpaulins hung from the derricks, to sail half way across the Atlantic. Those were just the headline grabbers; all around the world seafarers on deck and in the engine room, were patiently fixing things when they broke, so that the job could be kept running, and the ship sail. But in contemporary times, there are very many cautions attached to doing what comes naturally to a seafarer as lawyers, regulators and worst of all, law enforcement, is quick to condemn seafarers who try and fix things, rather than stopping where they are and demanding assistance. There are a lot of hapless engineers rotting in US prisons, after they unwisely took steps to “work around” oily water separators that were just so much non-functioning junk.
Subsequently, the official attitude assumes the convenient fiction that all equipment must be fully functional at all times and if something breaks, it will be somebody’s fault, with the enforcers scrutinising the circumstances to see if charges can be laid. The laws have been adjusted accordingly. Some people live in a perfect world, but few do so afloat, not that the regulators could ever admit this. These gloomy thoughts resurfaced last week with the case of the unfortunate high speed dash of the containership MSC Michigan VII, which, it might be recalled went berserk on leaving the Port of Charleston two years ago, after its engine controls stuck on full speed. As the engineers wrestled with the faulty mechanical linkages below, the bridge team led by the master and pilot managed to weave their way down the Cooper River at 15 knots. The ship had caused all manner of damage to berths and moored craft, including a large bulker being swept from its moorings. The harbour bridge was closed as a precaution, memories of the Baltimore catastrophe being very raw, and the ship was in the roadstead before proper control was established.
We now learn that the chief engineer of the ship has, through the plea-bargaining system beloved of US jurisprudence has admitted his guilt for a string of offences revolving around the maintenance of the vessel, with the governor mechanism and its linkages being worked on as the ship left for sea. Not unreasonably the authorities have concluded that with such known deficiencies, the vessel should have remained safely alongside until they had been fixed. One can only guess at the sort of pressures they were under to get off the berth, but the ship’s senior engineer looks to pay the penalty, facing five years and a $250,000 fine on one count, and six years and another $250,000 on another. He probably thought he was acting for the best. Meanwhile lawyers for just about everyone who was involved with those lively minutes on the Cooper River are having a field day with the lucrative litigation. We must therefore conclude that “working around” a mechanical problem is no longer a sensible strategy, especially in countries which have somewhat brutal sentencing policies.
One can hardly be aware of the myriad of possible charges that are expanding almost daily by those producing laws and byelaws applicable in their ports around the world. Best to stay safe, risk the wrath of a delay and demand external assistance, even though this does go against the grain. Meanwhile it appears that the UK authorities are about to toughen up the laws and penalties which could descend on anyone who damages undersea cables, with huge fines and lengthy prison sentences for those who have been found responsible. Understandable, of course, as just this sort of interference has become part of the hybrid warfare attributed to the Russian state. It is a message to all to make sure their anchors are well secured and that the bottom trawler skippers are always sure of their positions. Sadly, these are the likely soft targets for these tougher laws, as the malicious parties will rarely face the music and our seas are increasingly criss-crossed by undersea obstructions.
Michael Grey is former editor of Lloyd’s List.
2. Hazardous substances
The International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea (2010 HNS Convention) is set to enter into force on 29 November 2027, marking a milestone for shipping’s global liability and compensation regime as increasing volumes of chemicals and alternative fuels are transported by sea.
The conditions for the treaty’s entry into force were met on 29 May 2026, paving the way for the 2010 HNS Convention (the 1996 Convention as amended by the 2010 Protocol) to enter into force 18 months later.
“The fulfilment of the conditions for the entry into force of the HNS Protocol is a long-awaited milestone that closes an important gap in the international liability and compensation regime for shipping,” said IMO Secretary-General Arsenio Dominguez.
“This treaty will ensure that those affected by hazardous cargo incidents involving ships can access fair and timely compensation, while providing legal certainty for industry and governments.”
Under article 21(1), the 2010 HNS Protocol will enter into force 18 months after the following requirements have been satisfied:
at least 12 States to express their consent to be bound, including four States each with not less than 2 million units of gross tonnage; and
the receipt, by the IMO Secretary-General, of information confirming that contributing cargo in those States amounted to at least 40 million tonnes in the preceding calendar year.
There are currently 12 contracting States to the 2010 HNS Protocol, following ratifications by Belgium, Germany, the Kingdom of the Netherlands and Sweden in April 2026. Nine of these States have more than 2 million units of gross tonnage.
Reports on contributing cargo submitted by contracting States in accordance with article 20 of the Protocol confirm that the required aggregate quantity of contributing cargo – more than 40 million tonnes – was achieved for the 2025 reporting year.
The 2010 HNS Convention complements existing IMO liability and compensation regimes addressing oil pollution and hazardous shipwrecks, extending similar protection to damage involving other hazardous and noxious substances.
The Convention covers loss of life, personal injury, property damage, economic loss, clean-up costs and environmental damage arising from incidents involving more than 2,000 hazardous substances carried by sea, including chemicals, oils, acids, fertilizers, alcohols, LNG and LPG.
Under the regime:
Shipowners are subject to strict liability for damage and are required to maintain State-certified insurance or other financial security; and
Additional compensation is available through the HNS Fund, financed by contributions from receivers of HNS cargo in Contracting States.
It is estimated that approximately 65,000 ships will require HNS certificates of insurance or other financial security.
The 2010 HNS Convention applies the “polluter pays” principle by ensuring that the shipping and HNS industries provide compensation for those who suffer loss or damage resulting from an HNS incident.
An HNS Fund will be established to provide compensation once the shipowner’s liability is exhausted. The Fund will be financed through contributions paid post-incident by receivers of HNS cargo in contracting States.
Total compensation available under the Convention is capped at 250 million Special Drawing Rights (SDR) of the International Monetary Fund (approximately USD 360 million at current exchange rates) per incident.
Shipowners are held strictly liable up to the maximum limit established under the Convention for the costs arising from an HNS incident.
The HNS Fund will be administered by States, with contributions based on the actual compensation required.
The 12 contracting States to the HNS Convention, as at 29 May 2026, are: Belgium, Canada, Denmark, Estonia, France, Germany, the Kingdom of the Netherlands, Norway, Slovakia, South Africa, Sweden and Turkey.
More information can be found on the IMO website.
3. WindWings collaboration
HD Hyundai Heavy Industries (HHI) and BAR Technologies have signed a Memorandum of Understanding (MOU) to establish a strategic partnership focused on technical collaboration and commercial opportunities for the integration of WindWings. As one of the world’s leading shipbuilders, with its Ulsan yard recognised as the largest shipbuilding facility globally, HHI brings significant scale to the deployment of the technology.
The agreement establishes a joint engineering approach at the vessel design stage, enabling a more integrated and consistent application of WindWings in newbuild vessels. The two companies will collaborate on the technical development of interfacing the WindWings control system with HHI’s integrated vessel control system and developing performance verification methodologies to support scalable commercial deployment.
HHI’s collaboration with BAR Technologies reflects shared confidence in the performance and reliability of the three-element rigid wing sail design, and its potential to contribute to fuel efficiency and emissions reduction in commercial shipping.
The collaboration is expected to support the expansion of wind-assisted propulsion across a broader range of vessel segments, including gas carriers, as shipowners seek viable solutions to improve efficiency and reduce emissions. Having delivered more than 5,000 vessels to shipowners across over 60 countries since its founding, HHI brings the scale and industry reach to support this expansion effectively across a wide range of vessel types.
The MOU has an initial term of three years and reflects a shared focus on deploying practical, lower-emission technologies at scale within the maritime sector. As regulatory and commercial pressures intensify, wind-assisted propulsion is becoming an increasingly important lever for shipowners looking to reduce fuel consumption and improve efficiency under tightening regulatory frameworks.
Hongryeul Ryu, senior executive, vice president and CTO of HD Hyundai Heavy Industries, said: “Through this commercial and technical collaboration with BAR Technologies, and the joint development of WindWings, we aim to support the wider adoption and technical advancement of wind-assisted propulsion systems as a key element of next-generation maritime transport. This collaboration goes beyond technology integration; it represents a step toward fundamentally evolving the way ships are designed for the future. As a leading shipbuilder in the global maritime industry’s decarbonisation journey, we are committed to playing our part in driving this transition forward.”
This agreement builds on existing WindWings installations on retrofit and newbuild vessels, supporting wider integration into vessel design and creating a more scalable and standardised pathway for adoption, as shipowners increasingly look to wind, a fully scalable, fuel-free energy source to reduce emissions and meet tightening regulatory requirements.
John Cooper, CEO of BAR Technologies, said: “We already have WindWings deployed across a significant number of newbuild vessels. This agreement is about taking that further and into new segments. Working with HHI allows us to move beyond existing orders and extend wind propulsion into vessel design, including in areas such as gas carriers.
As fuel costs and regulatory pressure continue to build, the question for shipowners is no longer if they use wind, but how quickly.”
4. Marshall Islands progress
In mid-May 2026, the United States Coast Guard (USCG) released the 2025 Port State Control (PSC) Annual Report, which recognized the Republic of the Marshall Islands (RMI) as a qualifying jurisdiction for the 22nd consecutive year.
The RMI is the only one of the world’s three largest registries to achieve QUALSHIP 21 for this year and the only registry in the world to achieve 22 consecutive years. The registry also took the opportunity to recognize the recent landmark judgment at the International Tribunal for the Law of the Sea (ITLOS) in favour of the RMI in the Republic of the Marshall Islands v. Republic of Equatorial Guinea M/T Heroic Idun (No. 2), which reaffirms freedom of navigation and the principle of exclusive flag state jurisdiction on the high seas. During its Posidonia celebration, the Registry honoured prominent Greek shipping leader, . Anthony E. Comninos, founder of Target Marine and Horizon Tankers, with the Captain Xenakoudis Excellence in Shipping Award.
“Tonight we celebrate excellence and remember the shoulders on which we stand,” said Bill Gallagher, president of International Registries, and its affiliates (IRI), which provide administrative and technical support to the RMI Registry. “The award’s namesake, Captain Costas Xenakoudis, was a remarkable maritime leader, a true man among men. Hands on in every aspect of the business, Captain Costas cared deeply for the people he worked with, from the seafarers aboard the vessels he captained as a mariner to those that he supported through certification, inspection, and documentation activities shoreside,” continued Gallagher.
The Captain Xenakoudis Excellence in Shipping Award is given to an individual in the Greek shipping community who embodies vision, integrity, leadership, and an enduring commitment to the maritime industry. The award is named for Captain Costas Xenakoudis, a highly respected maritime leader, who served the industry for more than 60 years. Captain Costas joined the RMI Registry in 1994, and alongside Captain John Giannopoulos substantially increased the number of Greek-interest vessels with the RMI Registry.
“I believe that great leaders in our industry should not be measured solely by fleets, transactions, or commercial success. They should be measured by the institutions they strengthen, the people they inspire, and the communities they serve,” said Captain Costas’ son, Theo Xenakoudis, chief commercial officer and managing director of IRI’s Piraeus office. “By those measures, Anthony E. Comninos stands among the very best,” . Xenakoudis continued.
Target Marine is one of the Registry’s oldest Greek clients. Their first RMI-flagged vessel was registered under Captain Costas. During the awards ceremony, Xenakoudis highlighted Anthony E. Comninos’ place as a visionary in the industry and his personal connection to Captain Costas.
“Target Marine’s office is across from my childhood home,” Xenakoudis remarked during the award presentation. “My father greatly valued his relationship with Mr. Comninos and Target Marine. Not only as a respected maritime professional, but also as a neighbour. He appreciated their friendship and strong connection, and I know he would be proud to see this award presented to such an outstanding businessman, friend, and member of our community,” concluded Xenakoudis.
5. Innovation award
EcoNavis Solutions’ founder Dr Batuhan Aktas has been awarded the Royal Institution of Naval Architects’ Maritime Innovation Award for his pioneering work developing and commercialising the energy efficiency Eco Boss Cap propeller hub, a technology that reduces hub vortex cavitation to improve a ship’s fuel consumption by more than 4%.
The award, sponsored by QinetiQ, was presented by Andrew Peters during RINA’s Annual Dinner, which this year took place in London on 28 May.
Speaking following the event, Dr Aktas said: “Receiving the RINA Maritime Innovation Award is a tremendous honour, particularly given the Institution’s long-standing role in advancing naval architecture and maritime engineering worldwide. The Eco Boss Cap was developed with the objective of delivering a practical, scalable and commercially viable solution for reducing fuel consumption and emissions.”
Professor Neil Logan, executive director for EcoNavis, said: “This award is a significant achievement for Dr Aktas and further demonstrates the strength of Strathclyde’s maritime research and innovation ecosystem. Translating advanced hydrodynamic research into commercially deployed technology with measurable environmental and operational benefits is exactly the kind of impact universities should strive to deliver.”
Unlike conventional fin-based boss cap systems, the Eco Boss Cap uses an optimised internal chamber geometry and pressure-relief approach to stabilise the water flow behind the propeller hub. The technique also improves wake uniformity into the rudder.
Each EBC unit is bespoke to the vessel and developed using computational fluid dynamics optimisation, taking into account the ship’s hull form, operating conditions, and propeller and rudder interactions. The technology underwater radiates noise and vibration, another environmentally negative by-product of cavitation.
The nomination also highlighted the commercial momentum achieved by EcoNavis Solutions.
Dr Aktas, a Chancellor’s Fellow within the Department of Naval Architecture, Ocean and Marine Engineering at the University of Strathclyde, was nominated for the award following the first commercial retrofit of the Eco Boss Cap, which was installed on a bulk carrier operated by Thailand’s Kaizen Ship Management.
6. AI advance
Insurwave and Portage AI recently announced a strategic agreement under which Portage AI have acquired Insurwave’s AI submission ingestion capability, including the associated technology assets and expert specialist team.
The move reflects both companies’ focus on accelerating AI processing innovation and real-time data intelligence across the specialty insurance market. For Insurwave, the transaction enables increased focus on evolving the Insurwave platform to deliver more advanced real-time exposure management, connected asset intelligence and cross-class risk insights across complex specialty portfolios, including marine and aviation. Insurwave’s dynamic insights platform provides insurers, brokers and insureds, including shipowners and aviation fleet managers, with a shared, continuously updated view of risk exposure across specialty insurance portfolios. The company is accelerating its platform capabilities through AI models, real-time asset intelligence, beneficial ownership monitoring and entity-level data, helping clients connect more effectively with insureds while gaining more sophisticated underwriting intelligence and portfolio impact assessment ahead of binding.
With this strategic acquisition, Portage AI brings its expertise to an already compelling solution for complex specialty insurance pricing that turns slip submissions data around in hours versus days with exceptional accuracy. Portage AI is extending this offering to the fast-growing delegated binder business for complex specialty portfolios, including commercial property, marine, terror and power classes, as well as to specialty (re)insurers in Bermuda.
Adrian Morgan, CEO of Insurwave, said: “The Insurwave AI platform and team have developed into a highly sophisticated capability that addresses an important operational challenge within specialty insurance submission workflows. We are proud of what has been achieved and believe Portage AI is the right strategic home to accelerate the platform’s next phase of growth and innovation.
For Insurwave, this agreement allows us to sharpen our focus on the continued evolution of the Insurwave platform and our core mission of delivering real-time underwriting intelligence, connected exposure visibility and dynamic risk insights across specialty insurance markets. As the market becomes increasingly data-driven, we see a significant opportunity to help insurers, brokers and insureds make faster, more informed decisions.”
Greg Framke, CEO at Portage AI, added: “This platform represents a highly compelling application of AI within specialty insurance operations, combining deep market expertise with fast and accurate ingestion and workflow capabilities. With differentiated submission automation offerings across pre- and post-bind operations for specialty insurers and reinsurers, Portage AI is well-positioned as a one-stop AI processing service for London, Bermuda and the US markets.”
We’re very excited to welcome the team to Portage AI UK Limited, our London-based subsidiary. As demand for AI-enabled operational intelligence and automation accelerates across the global insurance market, we’ll continue investing in the platform’s development. We also look forward to a continued, close working relationship with the wider Insurwave team as we jointly serve the specialty insurance market.”
7. NVOCC service
Inchcape Shipping Services has announced the launch of its new Non-Vessel Operating Common Carrier (NVOCC) service in the United States. The launch follows the company’s receipt of an Ocean Transportation Intermediary (OTI) license from the Federal Maritime Commission (FMC), authorising Inchcape Shipping Services to operate as a licensed NVOCC for cargo moving to and from the US.
The new service marks a significant expansion of Inchcape Shipping Services’ capabilities, allowing the company to act as a contractual carrier on behalf of its customers. As a licensed NVOCC, Inchcape Shipping Services will issue its own House Bills of Lading, consolidate shipments, and negotiate directly with ocean carriers to secure space and competitive rates for shippers of all sizes.
“Becoming an FMC-licensed NVOCC is a major milestone for Inchcape Shipping Services and for the customers we serve,” said Irem Gokmen, Regional CEO Americas of Inchcape Shipping Services. “This license reflects our commitment to operating at the highest standards of compliance, transparency, and service. With our NVOCC offering, we can give shippers more control, more flexibility, and more competitive options for moving cargo to and from the United States.”
The launch enables ISS Marine Services Inc. to provide:
• Full Container Load (FCL) and Less than Container Load (LCL) services across major US trade lanes
• House Bills of Lading issued directly by Inchcape Shipping Services
• Direct relationships with major ocean carriers for reliable space allocation
• End-to-end accountability under an FMC-licensed framework
The service is designed to support importers, exporters, freight forwarders, and overseas agents who require a trusted, US-licensed partner with the operational reach to handle complex international shipments.
For more information about Inchcape Shipping Services and its new NVOCC service, visit https://www.iss-shipping.com.
8. Bulker values surge
The latest HORIZON Monthly Dry Bulk Report from MSI notes that since the middle of 2025, bulker asset values have been steadily on the rise, with particularly notable gains seen within the Handymax segment (45-70k Dwt). Over the first four months of 2026, new, five-year-old and 10-year-old Ultramax prices increased by approximately 10%, 13%, and 20% respectively.
Five-year-old Ultramax values are now close to a 4% premium to newbuilds. While it is relatively common to see the value of assets under one year-old above newbuild prices during strong freight markets, it is far less common for five-year-old vessels to command a premium over newbuilds. The last time this occurred within the Handymax segment was in 2010.
Furthermore, five-year-old Ultramax values have now moved above equivalent-aged Kamsarmaxes. MSI data shows a five-year-old Kamsarmax priced at around $37 Mn, while a five-year-old Ultramax is valued slightly higher at just over $37.1 Mn.
This reversal in the typical pricing relationship was last seen during the strong bulker market of mid-2021, highlighting renewed strength in the Ultramax segment.
“Underpinning this surge in prices has been very firm Ultramax earnings in recent months, with spot earnings rising by around 13% between January and April 2026. This supportive earnings environment has continued to increase interest in the segment,” said James Benali, Analyst, MSI. “Brokers continue to report limited availability for Ultramax delivery slots at yards until at least 2029, as shipbuilders prioritise higher value orders such as tankers.”
As a result, owners seeking prompt tonnage to deploy into the current firm freight environment have increasingly turned to the second-hand market, driving values sharply higher, with buyers willing to pay premiums for prompt tonnage.
Reflecting this stronger appetite, MSI tracked 38 Ultramax sales between January and April 2026, significantly up from just 22 sales recorded during the same period last year.
In early May, DryDel reportedly sold the Japanese built 2021 63.6k Dwt Dominator to undisclosed buyers for around $38 Mn. By comparison, a year earlier, two Japanese built 5 Yr Old Ultramaxes were sold for approximately $30.6 Mn and $34 Mn respectively, highlighting the sharp increase in second-hand asset values seen across the segment.
9. Diver safety
The International Marine Contractors Association (IMCA) has published new industry guidance designed to improve safety during subsea decommissioning and dismantlement projects, warning that ageing offshore infrastructure, incomplete historical records and changing site conditions are creating an increasingly high-risk environment for commercial diving operations.
As offshore oil and gas assets around the world reach the end of their operational life, decommissioning activity is expected to increase significantly over the next decade.
According to Rystad Energy, global decommissioning expenditure is forecast to reach approximately $81bn between 2025 and 2035 as operators respond to maturing fields and tightening regulatory requirements for abandonment and removal.
IMCA’s newly released Guidance on Diving Operations in Support of Subsea Decommissioning and Dismantlement Projects has been developed to help contractors, operators, and project teams better understand and manage the unique operational and safety challenges associated with dismantling ageing subsea infrastructure.
Unlike construction or inspection, repair, and maintenance activities, decommissioning projects frequently involve structures that were never designed to be removed. Some installations can be approaching 50 years old and, in many cases, engineering records may be incomplete or inaccurate, and the actual subsea condition of assets can differ significantly from original drawings or assumptions made during project planning.
Bill Chilton, Diving Manager at IMCA, said: “Subsea decommissioning and dismantlement activities present a distinct and increasingly prevalent set of hazards for divers. Where incidents have occurred, experience shows many could have been avoided through better planning, more rigorous verification of conditions, and disciplined management of change procedures.
“Many offshore structures now reaching the end of their operational life were installed long before dismantlement was ever considered. They were designed to operate, not necessarily to be removed safely decades later. That creates a very different risk profile for diving teams working subsea.”
The guidance highlights that once an installation enters cessation of production, the operational environment changes significantly. While some production-related hazards may reduce, new risks are introduced through increased vessel activity, heavy lifting operations, subsea cutting, breaking containment, diver intervention and simultaneous operations taking place within restricted work areas.
IMCA warns that incidents during decommissioning are frequently linked to assumptions about asset condition or reliance on outdated information.
The guidance therefore places strong emphasis on verifying “as found” conditions throughout the project lifecycle and ensuring effective transfer of historical information between all parties involved in the work.
The document also recognises that conditions can evolve rapidly as dismantlement progresses. Structural integrity, seabed conditions, residual hydrocarbons, stored energy, and contamination risks may all change during operations, requiring continuous reassessment of hazards and control measures.
Particular emphasis is placed on the Management of Change (MOC) process. Industry experience demonstrates that changes to scope, methodology, equipment, sequence of work or environmental conditions are common during decommissioning campaigns, and that failures to identify or properly manage those changes have contributed to a number of high-potential incidents.
The guidance reinforces the need for formal, disciplined MOC procedures supported by clear communication, documented verification processes, and a shared operational understanding across project teams.
It also promotes the application of an “as low as reasonably practicable” approach specific to decommissioning activities, encouraging operators and contractors to challenge whether diver intervention is necessary in the first place and to consider remote systems or engineered alternatives wherever reasonably practicable.
Where diving operations are unavoidable, IMCA states they should only proceed with robust planning, verified information, clearly defined controls, and a safety culture that empowers personnel to question assumptions and exercise stop-work authority where concerns exist.
Drawing on industry experience, incident data, and existing IMCA guidance, the document addresses a range of hazards commonly associated with subsea decommissioning activities, including subsea cutting techniques, lifting operations, residual hydrocarbons, stored energy, and contaminated environments.
Rystad Energy recently warned that much of the growth in offshore decommissioning activity over the coming decade is expected to take place in regions with comparatively limited experience of large-scale dismantlement programmes, increasing the importance of consistent industry guidance, operational discipline, and knowledge-sharing.
Bill Chilton said: “The risks associated with subsea decommissioning are still too often underestimated. Incidents continue to demonstrate the importance of following established procedures, managing change effectively, and verifying conditions rather than relying on assumptions.
“As decommissioning activity accelerates globally, the industry cannot afford complacency. This guidance has been developed to support a consistent, disciplined, and safety-focused approach to reducing risk and preventing serious incidents during diver-supported operations.”
The guidance is available through the IMCA Technical Library.
10. Palau flag statement
The Palau Ship Registry has noted that certain reports have identified James II (IMO 9253909) as a vessel registered under the Palau flag. This is not correct, the registry said in a statement.
The registry says M/T James II has not held valid registration certificates under the Palau flag since 9 May 2026. The vessel’s class was also withdrawn by RINA on 10 May 2026.
The Palau Flag Administration was contacted by the Turkish Search and Rescue (SAR) authorities on 28 May 2026 for clarification, and the relevant information was duly provided.
11. Offshore charging call
A cross-industry coalition, including Bibby Marine, offshore wind developers, vessel operators and technology providers, is calling for urgent action to accelerate the decarbonisation of offshore wind operations. A new position paper reveals the sector-wide benefits of offshore vessel electrification and asks government and regulators to remove their barriers to the development of offshore charging.
The paper highlights offshore charging, where vessels draw renewable power directly from wind farms, as one of the most promising and cost-effective solutions for reducing emissions from offshore support vessels. While the technology has matured significantly in recent years, the report finds that the key barriers to deployment are no longer technical, but regulatory, commercial and operational.
Vessel operations currently account for a significant proportion of offshore wind lifecycle emissions, making them a critical focus for decarbonisation efforts. Offshore charging offers a viable path to zero-emission operations, while requiring only a minimal proportion of a wind farm’s electricity output.
The paper sets out three key recommendations to accelerate commercial adoption:
• Integrate offshore charging into early-stage wind farm development.
• Clarify and enable commercial access to offshore electricity.
• Deliver a full-scale offshore charging demonstrator.
Gavin Forward, new build fleet director at Bibby Marine, said: “The technology to enable offshore charging is already here. The challenge now is creating the right regulatory and commercial environment to bring it into widespread use. By addressing these barriers, we can unlock a practical and scalable route to decarbonising offshore wind operations.”
Øystein Huglen, head of innovation at Maritime CleanTech, said: “The maritime sector is integral to the wave of global electrification, and an increasing number of fully electric maritime operations are becoming commercially viable now and in the years ahead. Offshore charging is clearly a game changer, especially for service vessels with access to locally-sourced electric energy from within wind farms.”
Bibby Marine is playing a leading role in this transition through its development of the world’s first electric Commissioning Service Operation Vessel (eCSOV), reinforcing its commitment to driving innovation and delivering sustainable solutions for the offshore wind sector.
The position paper has been developed collaboratively by organisations across the offshore wind value chain, demonstrating strong industry alignment on the need to move from demonstration to deployment.
The industry is now urging policymakers, developers and stakeholders to act on the recommendations to ensure offshore charging can play a central role in achieving net zero targets.
Download the full position paper here: https://www.bibbymarine.com/government-and-regulators-must-remove-their-barriers-to-offshore-charging-uptake-in-offshore-wind/
12. Maritime diversity award
Wallem Group, a leading global maritime partner, has won the Royal Institution of Naval Architects (RINA) Maritime Diversity Award 2026, in recognition of its Women of Wallem (WoW) initiative and its commitment to the International Maritime Organization’s Adopt a Ship programme.
The Award has been given to Capt. Ceferino Leal, President of the Philippines-based seafarer agency Wallem-Westminster, in acknowledgement of his leadership role in both programmes.
The Maritime Diversity Award recognises Wallem as an equal opportunities employer which ensures the human rights of its seagoing and shore-based staff are protected, their dignity is respected and their voices are heard.
Women of Wallem (WoW) is a core element of Wallem’s diversity and inclusion strategy. The scheme is run by shore staff in collaboration with relatives of seafarers as a non-profit organisation to provide family members of Wallem crew with emotional and financial support while their loved ones are serving at sea.
WoW volunteers organise activities to help seafarers’ families build and maintain a support network based on meaningful interactions across nine chapters operating in various seafaring communities.
The award recognises Capt. Ceferino Leal’s role as an active leader of the WoW scheme, whose close involvement in the Philippines has maintained a supportive environment for families by ensuring shore-based and seagoing personnel engage in open and friendly interactions.
“The WoW initiative gives seafarers peace of mind that their family members are being looked after while they are away, helping them to concentrate fully on their jobs,” Capt Leal said. “This has a positive impact on the safety and efficiency of operations.”
Capt. Leal has also taken oversight of Wallem Westminster’s partnering with the Adopt a Ship programme from 2023 as part of his dedication to advancing gender equality in maritime.
Adopt A Ship is a maritime awareness scheme endorsed by institutions including the United Nations (UN), the IMO and the International Chamber of Shipping (ICS). It is tailored for elementary students aged 9-12 (Grades 4-6) to promote gender diversity and encourage more women to join the maritime industry.
Wallem’s share of female seafarers has almost doubled in the last decade, while women make up 45% of its shore-based teams. The group’s diverse and culturally inclusive seagoing workforce comprises crew members from India, the Philippines, China, Indonesia, Angola, Sri Lanka, Ukraine, Russia, Bangladesh, Romania, Pakistan and more.
RINA’s Maritime Diversity Award is sponsored by BP to recognise the contribution by any individual, company or organisation to increasing equality, diversity and inclusion in the maritime industry.
13. Marshall Islands judgment
A Special Chamber of the International Tribunal for the Law of the Sea (ITLOS) delivered its judgment recently in the case of the Republic of the Marshall Islands v. Republic of Equatorial Guinea Heroic Idun (No. 2).
The Republic of the Marshall Islands welcomed the judgment which found the Republic of Equatorial Guinea had violated the United Nations Convention on the Law of the Sea (UNCLOS) by intercepting and detaining the Marshall Islands-registered Heroic Idun and its crew. This is the first time the Marshall Islands has found it necessary to bring a case before ITLOS.
“It was important for the Marshall Islands to bring this case forward to protect the fundamental rules and principles of law for flag States, the humane and fair treatment of seafarers, the safety of vessels and the marine environment, and all engaged in international maritime trade,” said Meredith Kirby, Deputy Commissioner of Maritime Affairs, Marshall Islands Maritime Administrator, and Agent for the Marshall Islands in the case. “This judgment reaffirms the paramount importance of freedom of navigation and the principle of exclusive flag State jurisdiction on the high seas,” she continued.
The Special Chamber awarded the Marshall Islands more than USD 14 million in compensation for the unlawful acts of Equatorial Guinea, including in excess of USD 4 million for mistreatment of the crew. This is the largest amount ever awarded by ITLOS. From initial detention to judgment, the Marshall Islands spent more than three years pursuing the matter.
As stated by Ms. Kirby in her opening statement, “the [international marine transportation] system only works if all parties involved respect and abide by the rules and agreements in place; that is true for the vessels, true for the crews, and vitally important for both the flag State and coastal and port States.”
14. Training centre
Novatug, the innovation and R&D department of Multraship Towage & Salvage, has launched a brand new advanced simulator and training centre using technology from Wärtsilä to promote safer operations and strengthen the preparedness and effectiveness of its crew for complex towage, vessel handling and specialist maritime operations.
The new simulator suite, which is based at the group’s headquarters in Terneuzen in the Netherlands, enables masters, tow masters and crews to train in realistic operational scenarios, including complex towing procedures, challenging navigational conditions, project towage operations and emergency response scenarios.
The new training centre brings together a state-of-the-art full mission simulator, mixed reality technology, project simulation capabilities and customised digital vessel models that reflect the operational environments and vessel handling requirements of the fleet. This includes a high-fidelity digital model of a Carrousel RAVE Tug, enabling crews to train for tailored and highly specialised manoeuvring, towage and vessel handling scenarios.
The training centre is supported by a team of experienced trainers, all of whom are active, or recently active, vessel captains. This means they continue to draw on hands-on, on-board experience as they train other crew members alongside their real-world operations.
The introduction of the new state-of-the-art training centre comes as Multraship, together with Novatug, continues to equip its people for increasingly complex and high-pressure situations, while also preparing them for the operational challenges of future vessels, including new propulsion methods, fuel types and data-led scenarios.
“Advanced training techniques have always been a critical part of our operations, particularly during complex towage operations and high-pressure manoeuvring situations where no two scenarios are ever the same,” said Leendert Muller, Managing Director at Multraship.
“Most vessel simulators are built to train crew for navigational scenarios, but Multraship’s new simulator is designed specifically to enable our crews to understand the challenges of manoeuvrability. Effective operations depend on close cooperation between towmasters, wheelmen, and many other stakeholders, often working across specialised assets and on complex projects where Multraship plays a crucial role. The simulator is built to develop exactly this kind of coordinated handling and communication. And because our work is rarely a one-vessel job, the simulator allows multiple people to train simultaneously in a single shared scenario, coordinating across several vessels in real time, just as they would in a real-life operation.
“By investing in this simulator and our people, we are giving our teams access to a much wider range of operational scenarios that are difficult to replicate in the real world. Crucially, we are giving them the space and resources they need to make mistakes, learn from them and build an environment where we can grow our crew for the future,” he added.
The investment in the new training centre underlines Multraship and Novatug’s continued focus on safety, operational performance and specialist maritime capability, while reinforcing its long-term commitment to advanced operational training. Beyond internal crew development, the facility will also be available to external clients and partners, for crew training, project simulation, port operation assessments, dedicated research initiatives and bespoke vessel handling scenarios ahead of live execution. Over time, the ambition is to develop the site into a dedicated regional training centre for the wider maritime community.
15. NorthStandard results
Global marine insurer NorthStandard has reported a strong set of financial results in its Annual Review 2026, as it pushes forward with its strategy to grow geographic reach and service capability.
The P&I club reported total premium income of US$938m for the 2025/26 insurance year, up 5.8% on the $886m it earned in the previous year. In 2025, investments returned a robust 9.5% and free reserves increased by $123m to reach $923m, strengthening capital coverage above Standard & Poor’s “AAA” level.
NorthStandard’s underwriting performance also improved in 2025, with a combined ratio of 105.5%, against 114% in the previous year, based on an average year for pool claims compared to an extraordinary 2024 and a reduction in the number and value of large NorthStandard claims.
Increased scale and deeper financial foundations have allowed the club to respond to a maritime world where geopolitical risk has “increasingly shaped the day to day operating environment for shipowners”, the Club’s Annual Review notes.
“We’ve re-evaluated the impact geopolitics make on the business — and reorientated the Club to deal with these complexities as the norm,” said Managing Director Jeremy Grose, reflecting on wars in the Middle East and Ukraine, stop-go tariffs and sanctions.
The position of P&I clubs “at the intersection of commerce, law and geopolitics” had been highlighted by events in the Strait of Hormuz, added Grose. The club provided a vast amount of guidance to Members on a wide range of claims and more general enquiries, while its enhanced war risks capability provided Members with further support.
On sanctions, the club has also invested to create an even stronger service for members. “We are a service-based business and Members come first, which is why we’ve built a dedicated sanctions capability reporting into the General Counsel,” commented Paul Jennings. “Sanctions risk is not a front line underwriting ‘add on’ but a central governance and risk discipline. Some of our most experienced people are in specialist positions where their judgement on high-stakes decisions matters most.”
Collaboration with the Royal United Services Institute also highlighted how EU/G7 sanctions policies had created a growing fleet of sanctioned, elderly, commercially impaired vessels which could not be scrapped, added Jennings. “This unintended consequence raises profound issues around seafarer welfare and of course the environment.”
16. Nuclear grant
XFuel, a low-carbon drop-in fuel technology company, has been awarded a €4.1 million grant from Catalonia’s Nuclear Transition Fund, managed by Catalan regional agency Acció. The funding will support the development of a new fuel production facility in Catalonia, contributing directly to the economic regeneration of communities facing the future closure of the Ascó and Vandellós nuclear power plants.
XFuel’s investment in the Catalan region will include the construction of a modular fuel production plant capable of processing 16,000 tonnes of marine waste oils into 14,000 tonnes of low-carbon marine gas oil.
By using waste-based feedstocks, the project significantly reduces the carbon footprint of the fuel produced, helping to lower emissions in the maritime industry. The facility is expected to create 35 jobs and has been strategically located near the ports of Tarragona, Barcelona, Sagunto and Valencia, minimising emissions associated with feedstock supply and fuel distribution.
The grant – the second largest awarded under the programme, receiving the highest score among grant applicants – was secured in competition with significantly larger, established companies, marking strong recognition of XFuel’s technology and commercial credibility. The Nuclear Transition Fund is one of the region’s most selective and competitive funding mechanisms, designed to attract novel investment and create sustainable employment in industrially transitioning areas.
At the core of XFuel’s project is its proprietary Chemical Liquid Refining (CLR – “CLEAR”) technology, an innovative, single-step process that converts waste hydrocarbon liquids into ultra-clean, drop-in transport fuels suited for the shipping sector and other hard-to-abate industries. Circular fuels produced using XFuel’s modular CLR plants deliver a significantly reduced carbon footprint while requiring no modification to existing engines or infrastructure. This circular approach provides a scalable, cost-efficient pathway to decarbonisation for operators seeking compliance with tightening environmental regulations.
Nicholas Ball, CEO and Co-founder XFuel, said: “This grant is a powerful endorsement of both our technology and our commitment to this region. Competing against much larger players and securing the second-largest award validates what we have been building. The Catalonia facility will be a flagship demonstration of what drop-in, waste-derived low-carbon fuels can deliver solutions that are commercially viable, infrastructure-compatible, and urgently needed by the maritime sector.”
17. Methane pathway
This year’s data shows that the methane decarbonisation pathway is moving forward. This is despite geopolitical disruption and regulatory uncertainty, says industry coalition SEA-LNG. The latest data shows that LNG bunkering volumes are surging in major bunkering hubs, liquefied biomethane sales have grown six-fold in major ports and LNG-fuelled vessels now account for about 90% of the entire alternative fuel vessel orderbook. These figures, drawn from the first half of 2026, demonstrate that the growth of the methane pathway remains stable even amid market disruption.
LNG bunkering volumes are rising in key ports. Singapore recorded a 48% increase in LNG bunkering in Q1 2026 compared with the same period in 2025, reaching 150,000 tonnes. Rotterdam and Antwerp-Bruges together reported a 44% increase over the same period, with Antwerp-Bruges alone recording a 214% surge.
Uptake of liquefied biomethane is also increasing. The Port of Rotterdam recorded a more than six-fold increase in LBM blend bunkering in 2025 compared to 2024, with 15,260 cbm bunkered in Q1 2026 alone – almost matching the total for the whole of 2025. SEA-LNG members, Gasum reported biomethane grew from 0.8% to 12.3% of its maritime gas volumes between 2024 and 2025, while Titan Clean Fuels recorded liquefied biomethane rising from 6.5% to 19.1% of total delivered volume over the same period.
Steve Esau, SEA-LNG COO, said: “The transition is not without headwinds. Some parts of the industry are pulling back. But the methane pathway is not one of them. Bunkering volumes are up. The orderbook is growing. Emissions are coming down. The value chain is stepping forward, not back.”
According to data from DNV, 60 LNG dual-fuel vessels were ordered in the first five months of 2026. This spans containerships, car and truck carriers, oil tankers, and cruise ships. While orders are down, reflecting broader market uncertainty and shipyard capacity constraints, LNG-fuelled ships now account for almost 90% of all alternative-fuel vessels on order globally, which is an increase from 66% year-to-date.
Peter Keller, SEA-LNG chairman, added: “2026 is testing the industry’s nerve. The IMO’s regulatory delays have not slowed the methane pathway. It has foundations that do not bend with the headlines, and owners and operators understand the long-term value. Investment, infrastructure and fleet uptake continue to move forward together. The data proves it. This is what keeping calm and carrying on looks like.”
Fuel optionality is one of the reasons for the success of the methane pathway. Dual-fuel vessels can switch between LNG, LBM and conventional marine fuels as market conditions change, providing resilience in a volatile market. LBM and e-methane can be produced domestically from waste and renewable energy sources, reducing exposure to geopolitical supply disruptions while aiding the circular economy.
18. Rapid escape route
VIKING Life-Saving Equipment has secured its first orders for VIKING Pentagon Star – a new mass rescue device designed to enable rapid recovery of large numbers of people from the water. Initially developed as a response to a tender from a major coast guard, the device is now being formally introduced to the market following additional orders from coastal airports in Scandinavia.
Intended for governments and professional users in defence, search and rescue, and civil aviation, Pentagon Star addresses low probability, high consequence scenarios, such as aircrafts ditching, passenger vessel incidents or other maritime emergencies where a large number of people are in the water. Designed for swift deployment from rotary and fixed-wing aircraft as well as rescue vessels, the device inflates immediately to form a stable floating platform capable of accommodating up to 100 persons via 10 access points.
“Where conventional open reversible life rafts have two points of entry, Pentagon Star features a dual-layer pentagonal design which creates 10 access points at sea level,” said Lasse Boesen, Senior Sales Manager Defence & Professional, VIKING Life-Saving Equipment. “The Pentagon Star is all about getting people out of the water. Evacuees can board the large platform surface from all sides, which reduces boarding congestion and time in the water, while also facilitating more efficient SAR operations and subsequent evacuation. It is not hard to see how impactful this will be for people in distress in the water.”
The device combines high capacity with a lightweight and compact design. While conventional mass evacuation systems compliant with SOLAS typically weigh around 330 kg, Pentagon Star weighs approximately 60 kg due to its optimised structure and materials. When inflated, it measures 738 cm by 696 cm with a height of 68 cm (291 in × 274 in × 27 in), and packs into a compact valise roughly the size of a large suitcase, allowing it to be easily handled and deployed by a single operator from helicopters, aircraft or rescue vessels.
Boesen emphasised that VIKING Pentagon Star has not been designed with SOLAS or other international legislation in mind. The solution is intended to complement existing life-saving equipment by providing an immediate response capability in situations where rapid intervention is critical. Its configuration supports the prompt removal of individuals from the water, enabling stabilisation prior to onward recovery using conventional rescue assets.
VIKING Pentagon Star won its initial tender following open water testing using a helicopter with the coast guard. VIKING has since secured its first commercial contract from a Scandinavian airport, with several other airports following suit. It has also offered demonstrations to European navies, said Boesen, adding that further testing was ongoing to verify launch from fixed wing aircraft for remote deployment.
Notices and Miscellany
BAR appointment
BAR Technologies has appointed Panmarine & Industrial Services Ltd. as its commercial consultant for Greece, Cyprus and connected territories, strengthening its regional presence as wind propulsion moves into wider adoption as a practical fuel-saving and vessel efficiency measure.
Security Matters Live
Security Matters Live will take place at the Coventry Building Society Arena on 2 July 2026. Security Matters Live is a single-day, free-to-attend conference and exhibition, which is uniquely co-located with Fire Safety Matters Live. Join 1000+ of security and fire professionals for a day of learning, networking and seeing all the latest security innovations and technology. This event is perfect for installers, consultants and end users.
For details see https://registration.securitymatterslive.co.uk/register
All about ports
As an international conference accompanied by an exhibition, all about ports will address key future topics in port logistics on 2 and 3 September at the CCH – Congress Center Hamburg – alongside SMM, the world’s leading maritime trade fair. The conference programme has been finalised and ticket sales have begun.
The event takes place in parallel with SMM and alongside LogiNext, Europe’s new conference for digital innovation in logistics, accompanied by an exhibition.
Tickets and further information are available at www.allaboutports.de
Admission to all about ports is included in the SMM ticket.
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
Mind Games Dogs Play With Their Humans
After your humans give you a bath, DON’T LET THEM TOWEL DRY YOU!
Instead, run to their bed, jump up and dry yourself off on the sheets.
This is especially good if it’s right before your humans’ bedtime.
Act like a convicted criminal.
When the humans come home, put your ears back, tail between your legs, chin down and act as if you have done something really bad.
Then, watch as the humans frantically search the house for the damage they think you have caused. (Note: This only works when you have done absolutely nothing wrong.)
Let the humans teach you a brand new trick. Learn it perfectly.
Then the humans try to demonstrate it to someone else, stare blankly back at the humans.
Pretend you have no idea what they’re talking about.
Make your humans be patient. When you go outside to go ‘potty’, sniff around the entire yard as your humans wait.
Act as if the spot you choose to go potty will ultimately decide the fate of the earth.
Make your own rules. Don’t always bring back the stick when playing fetch with the humans.
Make them go and chase it once in a while.
Hide from your humans. When your humans come home, don’t greet them at the door.
Instead, hide from them, and make them think something terrible has happened to you.
When your human calls you to come back in, always take your time.
Walk as slowly as possible back to the door.
Wake up twenty minutes before the alarm clock is set to go off and make the humans take you out for your morning potty.
As soon as you get back inside, fall asleep. (Humans can rarely fall back asleep after going outside, this will drive them nuts!)
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.
