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IN THIS ISSUE
1. Price of productivity
2. Norwegian propeller club
3. Engine guidance
4. Prize winner
5. MSC penalties
6. FMC shutdown
7. Software approval
8. World Maritime Day
9. Safe routeing
10. Carbon warning
11. Digital platforms
12. Autonomous navigation
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Price of productivity
By Michael Grey
There can be few who were even remotely surprised at the guilty verdict and six-year gaol sentence for the master of the container feeder Solong, which plunged like a misguided missile into the side of the anchored Stena Immaculate off the Humber last March. There seemed to have been no rational explanation for the incident, which killed one of the Solong’s crew and wiped out his ship, which failed to make any alteration of course before the fatal collision.
Nobody would suggest that the sentence was unduly harsh, the Russian master, who has been held in custody since his arrest shortly after being rescued, doubtless being thought a “flight risk”. The fact that the tanker was US registered and carrying a military cargo may well have weighed upon the minds of police investigators, and others. But geo-politics aside, there are perhaps wider questions that this incident, among the worst of recent navigational calamities, should provoke.
It might, for instance, be asked why the master of a sizeable ship, was keeping a navigational watch as a matter of routine. In the world of containerships, this was just an insignificant feeder, but was nevertheless the dimensions of an ocean-going ship which, in an earlier age, would have had a deck department of at least three officers to keep the watches and sufficient ratings to assist. The answer is quite obvious; in the “normalisation” of such manning in these trades; something that has come about without any proper discussions, driven purely by the need to stay competitive. If company A can make do in such a “schooner-rigged” fashion, then companies B,C,D etc must follow, if they are to satisfy charterers looking for their pound of flesh and keep their business.
Is it reasonable for the master of a ship, which is being driven hard in an unremitting service in which the maintenance of a schedule is paramount, to be expected to act as an OOW? It is also worth considering what will be expected of masters, additional to their watchkeeping and supervisory duties before, during and after the vessel’s numerous port calls, with innumerable calls upon their time, from the terminal staff and all the other well-rested officials who demand attention. An unending requirement for reporting, bureaucratic demands whizzing into the email inbox, all wanting instant answers.
Masters of these ships, in regular trades, are often expected to hold pilotage exemptions and to handle their ships, in what may be long, estuarial pilotages. Might fatigue just possibly be a contributor to some – even most – of these navigational accidents, which now seem to be almost accepted as part of the price of progress in keeping the logistics chain bar-tight? In the current journal of the International Federation of Ship Masters’ Associations is a sad observation about the premature retirement of a ro-ro master, whose health was breaking down due to the pressure of multiple port calls. The current Nautical Institute Seaways, in its current issue, has a whole collection of accounts of fatigue-related accidents, along with some thought-provoking articles about the reality of life at sea today.
There is nothing even remotely revelatory about all this; there have been warning after warning, but beyond bureaucratic changes around “hours of rest” requirements which has given rise to creative reporting, little has been done to address the real issues. Clever manufacturers produce equipment that produces precision navigation solutions, but relegates the fatigued OOW to the role of a machine-minder, alarm-canceller and a pair of bleary eyes. Brilliant engineers produce port equipment that will halve the time in port for a turn-round, to huge congratulations from everyone, except perhaps for the ships’ crews, who will have to do the same jobs, but in half the time. Bullying greens persuade ship operators to slow ships down at sea to save the planet, requiring ports to look to their even greater efficiencies.
And at the end of all this progress are to be found the human beings who run the ships, the only folk who do not get a full night’s sleep, and find that they start nodding off at the controls, as the cumulative effects of sleep loss build up. It is worth noting that it is the health of frail human beings who have paid the price for the astonishing improvement in productivity that is represented in modern shipping.
Who thought it such a tremendous wheeze to get rid of the radio officer, just at a time when bureaucracy was multiplying and ship-shore communications were getting out of hand? The same great financial brains who have halved the manpower available, but doubled the workload of the survivors. The human price has been more than those whose lives and careers have been ruined in accidents and poor health, as the enjoyment has been leached out of seafaring, and that should matter to us all.
Michael Grey is former editor of Lloyd’s List.
2. Norwegian propeller club
The International Propeller Club (IPC) of Norway is putting wind in the sails of chosen charity Windjammer after hosting its first New Year Gala Dinner where it raised over Nkr140,000 for the Norwegian organization dedicated to helping young people find purpose by experiencing life at sea.
The black-tie event, staged in Oslo on 29 January with the support of the American Bureau of Shipping (ABS), featured a charity raffle as Windjammer was announced as IPC Norway’s supported cause. Multiple financial pledges also rolled in after participants were given a challenge to match or exceed an initial donation of Nkr10,000 from Justnes Rederi.
“This was truly an unforgettable evening of celebration, generosity and impact. I am delighted to see that our community came together to show their support for Windjammer given the invaluable role it plays in providing life-changing experiences at sea that build confidence and a sense of belonging – and can lead to a career in maritime,” said Sinem Ogis, Founder and President of IPC Norway.
Guests heard inspiring stories of renewed hope and purpose from two Windjammer recruits who are among over 1100 young people that have enlisted in the programme since its inception in 2018, with 32 one-month voyages completed to date on the traditional tall ship Christian Radich – each with a crew of around 40 onboard.
As well as finding their sea legs, many voyage participants report that they have found enduring friendships, overcome obstacles to find renewed motivation in life, restarted their education after dropping out of school and gained a positive sense of direction to start a career.
Almost nine out of 10 participants state the experience has changed their lives while around 10% subsequently decide to embark on a career at sea, boosting maritime recruitment through collaboration with the industry.
“It is an honour to support the first New Year Gala Dinner of IPC Norway. Recruiting and retaining skilled talent is a key issue for all of us in maritime, and we at ABS share the club’s commitment to inspiring the next generation of maritime leaders,” said Dionysios Antonopoulos, ABS Vice President, Northern Europe Marine Business Development.
IPC Norway’s annual gala dinner, held at the headquarters of the Norwegian Shipowners’ Association in Oslo, brought together around 90 professionals from shipping, ports, energy, law, finance, technology as part of its mission to foster meaningful connections and amplify Norway’s influence within the global maritime community.
Established at Nor-Shipping in 2025 as the Norwegian branch of the distinguished International Propeller Club of the US, IPC Norway is intended to serve as a bridge between local expertise and international opportunity through expanding networks, deepening trade relationships and reinforcing ties with global maritime leaders.
Ogis, who also serves as 2nd Vice President of the IPC of the US, said the inaugural event “attracted significant interest from across the maritime community”.
“This strong engagement clearly confirms the need and the right timing for an organization that brings diverse stakeholders together around the same table to foster collaboration. This achievement is the result of a dedicated great team, the support of our international headquarters, and our valued partners,” she stated.
“With this strong foundation, we look forward to making meaningful contributions to our Norwegian maritime community. We extend our sincere thanks to our exclusive event partner, ABS, for making this possible!”
Costis J. Frangoulis, President of the IPC of the US and CEO of Franman, said: “This is what the Propeller Club is all about – people, connection, and a shared passion for our industry.”
Established in New York in 1927, the IPC of the US is now the largest maritime networking organization in the world, with more than 70 chapters and over 8500 members worldwide. Frangoulis said the formation of the Oslo chapter was “a proud moment that reinforces the unity of our organization”.
“Throughout the years, our purpose remains clear: to connect professionals, advocate for the maritime industry, educate the US Senate, and promote cooperation between countries and stakeholders,” he concluded.
3. Engine guidance
Germany’s CM Technologies (CMT) has welcomed an important clarification from marine engine builder Everllence on how to properly monitor, manage and interpret the cylinder condition of large two-stroke marine diesel engines.
Service Letter SL2025-776/NHN, distributed to engine operators towards the end of last year, sets out new guidelines for iron content and residual base number (BN) in scavenge drain oil, alongside clarified sampling procedures, recommended analysis intervals, and defined corrective actions for normal, abnormal and alert wear conditions. The guidance applies to Everllence B&W MC/MC-C and ME/ME-C two-stroke engines operating on all fuel types.
CM Technologies said the November 2025 guidance reflects a fundamental change in how two-stroke engines are now being operated in service. “What has changed is the way engines are being operated,” said David Fuhlbrügger, CMT’s Joint Managing Director.
“Two-stroke engines are now running much closer to their lubrication limits, largely because of fuel variability and the drive to reduce cylinder oil consumption. The new guidance recognises that optimisation has to be backed up by proper monitoring, sound interpretation of the data and clear corrective actions when wear levels move out of range.”
A central element is the requirement to interpret drain oil results in context. Everllence advises that measured iron values must be corrected to a reference cylinder oil feed rate and assessed alongside fuel sulphur content and residual BN. This helps distinguish between corrosive, abrasive and adhesive wear mechanisms, since system-oil dilution can artificially lower both iron and BN readings, creating misleading results if not identified.
“The key take-away here is that low numbers alone are not enough,” Fuhlbrügger said. “If iron values are not corrected for feed rate, or dilution effects are not identified, actual wear rates can be masked, which can lead to insufficient lubrication and accelerated wear of piston rings and cylinder liners before the condition is recognised.”
The service letter reinforces that onboard scavenge drain oil analysis is intended as a supplement to accredited laboratory testing, providing an operational early-warning function between scheduled laboratory analyses, which Everllence specifies at intervals of 1500 running hours or three months.
“Without regular scavenge drain oil testing, operators lose an early-warning mechanism that Everllence identifies as essential for detecting abnormal wear before it becomes a potentially catastrophic and very costly problem,” Fuhlbrügge added.
CM Technologies’ suite of Cylinder Drain Oil Management solutions are designed to support this monitoring layer by enabling frequent onboard assessment of key parameters, including iron content and remaining alkalinity. Used alongside laboratory analysis, these tools help crews and technical managers identify developing trends, verify the effect of feed-rate adjustments and decide when escalation to laboratory testing or further investigation is required.
The Everllence guidance also addresses high-sulphur fuel operation through defined sweep-test procedures, underlining that lubrication optimisation under corrosive conditions must be validated through structured testing rather than assumed settings.
“Better understanding of the total iron content in scavenge drain oil, lends itself to better understanding of the combined effects of corrosive, abrasive and adhesive wear on the cylinder liners and piston rings. Certainly, when engines operate on high-sulphur fuels, lubrication settings must be validated rather than assumed.”
The new guidance points to a paradigm shift in engine optimisation methodology, moving more towards a controlled, evidence-based process,” furthered Fuhlbrügge. “It reinforces the importance of systematic condition monitoring in extending component life and supporting responsible engine management, particularly where operators are seeking to optimise lubrication without compromising reliability.”
To read the Everllence guidance in full, visit: https://www.everllence.com/docs/default-source/service-letters/sl2025-776.pdf
4. Prize winner
The Nautical Institute has announced the winner of its Lüddeke Prize – Celebrating excellence – inspiring the future.
Each year The Nautical Institute remembers Captain Christof Ferdinand Lüddeke FNI when it announces the winners of the prestigious award instituted in his memory. As a master mariner with a distinguished sea-going career and a globally respected author and legal expert in maritime claims, it is highly fitting that his deep belief in professional integrity, clarity of practice, and the value of education lives on through this prize.
For the year 2025, The Nautical Institute can announce that the winner of the Lüddeke Prize is John Emmanuel Espiritu, MAAP & IMEC, Philippines, with joint runners-up, Danny Christian Jumayao, John B Lacson Colleges Foundation, Philippines and Cadet MD. Mehedi Hasan, Bangladesh Maritime University. It is particularly fitting that two of the three winners hail from the ‘seafaring capital of the world’ – The Philippines.
For John Emmanuel, the reward recognises not only his success but that of his country. “I am deeply grateful to be the recipient of the 2025 Lüddeke Prize by The Nautical Institute. This recognition is not just a personal achievement, rather a reflection of the lessons, values and standards set by the Maritime Academy of Asia and the Pacific in shaping cadets to become world-class seafarers, contributing to the Philippines’ growing credibility in the global maritime industry.”
Fellow Filipino, Danny Christian, was joint runner-up and is also highly appreciative of his prize and has a message for all maritime students, “The Lüddeke Prize 2025 is one of the most beautiful plot twists in my journey – a blessing as I draw near the end of my academic chapter. Life will test and knock us down, but it is by choosing to stand up, keeping our faith in the Lord, and giving our best each day that dreams endure. To my fellow Filipino youth: a dream only becomes impossible the moment we stop chasing it -so fight for it.”
Sharing the runner-up prize is Cadet MD Mehedi Hasan, who studied at the Bangladesh Maritime University, “Receiving this prize is a profound honour for me. It affirms my commitment to professionalism, leadership and excellence at sea, and inspires me to serve the global maritime community with integrity, responsibility, and lifelong dedication to learning.”
Captain John Lloyd FNI, CEO of The Nautical Institute, said: “The Nautical Institute’s Lüddeke Prize highlights the important role of knowledge and leadership in shaping the future of maritime operations. I wholeheartedly congratulate this year’s nominees and winners for their outstanding contributions and thank our members and supporters for their commitment to learning, sharing best practice and promoting operational safety across the maritime community. Recognising Captain Lüddeke’s legacy, we encourage continued support in helping future generations of seafarers thrive.”
John Emmanuel was awarded £250 GBP in gift vouchers while the Maritime Academy of Asia and the Pacific was awarded Nautical Institute books, up to a value of £1,000 GBP. Meanwhile both Danny and Mehedi each received £100 GBP in gift vouchers, and their respective maritime institutions were awarded Nautical Institute books up to a value of £500 GBP.
5. MSC penalties
An enforcement proceeding (Docket No. 23-08) involving MSC Mediterranean Shipping Company, S.A. (MSC) recently concluded with the Federal Maritime Commission (FMC or Commission). The Commission’s decision assessed a civil penalty of $22.67 million for three types of Shipping Act violations. The Commission’s Bureau of Enforcement, Investigations, and Compliance (BEIC), through its Offices of Investigation and Enforcement, investigated and prosecuted the matter.
BEIC’s investigation alleged that MSC violated the Shipping Act over the course of several years. The first violation, which occurred during the period of 2018-2020, related to MSC’s billing of customs agents as “notify parties” for demurrage and detention charges (late fees) through the “merchant clause” found in its bills of lading, even though such parties were not involved in moving the cargo. The Commission affirmed the initial decision of the Administrative Law Judge (ALJ) that MSC’s use of its “merchant clause” violated 46 U.S.C. § 41102(c). The assessed civil penalties for these violations totaled $65,000.
Additionally, BEIC’s investigation alleged that MSC violated 46 U.S.C. § 40501 by failing to include in its published tariff from 2021-2023 a statement of what such fees were for non-operating reefers (NORs). On this matter, the Commission affirmed the ALJ’s finding that MSC violated 46 U.S.C. § 40501 from 2021 to early 2023, but modified the initial decision to reflect knowing and willful violations starting only from the point of MSC’s March 2022 statement to the Commission that it would modify its tariff. The assessed civil penalties for those violations totaled $9,460,000.
Finally, BEIC alleged that MSC violated 46 U.S.C. § 41102(c) by overcharging its customers demurrage and detention fees for use of its NORs. In this decision, the Commission reversed the ALJ’s determination that MSC’s NORs “billing system” mistake did not violate 46 U.S.C. § 41102(c). Instead, the Commission held that the factual record indicated that the overcharging happened in about 23% of all NOR bills during the entire year of 2021. Therefore, the Commission concluded that MSC’s billing was not merely the result of a mistake but rather that it constituted an unreasonable practice within the meaning of section 41102(c). For this conduct the Commission assessed a penalty of $5,000 per violation, or a total of $13,145,000.
The penalties assessed against MSC in this proceeding totaled $22.67 million. The FMC does not receive any revenue when assessing civil penalties. Civil penalties are paid directly to the General Fund of the U.S. Treasury.
6. FMC shutdown
The Federal Maritime Commission (FMC or Commission) is closed effective January 31, 2026, as part of the federal government’s shutdown due to a lapse in appropriations. The Commission will resume normal operations when appropriations legislation is enacted, and the federal government reopens. The Commission’s current plan for a shutdown due to a lapse in appropriations can be found at: Shutdown Due to Lapse in Appropriations.
With the exception of Chairman DiBella and Commissioners Rebecca F. Dye, Daniel B. Maffei, and Max Vekich, who are Presidentially-appointed, Senate-confirmed officials, all Commission employees have been placed on furlough and are prohibited by law from performing any duties during the shutdown. As a result, all Commission functions have been suspended, including the following:
The Commission will not respond to email or phone inquiries.
The Commission’s website will be available during the shutdown, but it will not be updated with new information until operations resume.
The SERVCON system will be available for service contract filings; however, the FMC will not process submissions.
The Commission will not accept online filings or applications through its website for the following:
- Ocean Transportation Intermediary (OTI) automated applications or license updates (FMC-18);
- Foreign Unlicensed Non-Vessel-Operating Common Carrier (NVOCC) registrations or renewals (FMC-65);
- Tariff Registration Forms (FMC-1);
- eAgreements Filing System (Ocean carrier or marine terminal operator agreements or amendments); and
- eMonitoring System (Agreement monitoring reports, minutes, transcripts).
The Commission will not accept filings during this period for:
- Ocean carrier or marine terminal operator agreements or amendments;
- Applications for certification of financial responsibility for cruise lines embarking from U.S. ports; or
- Agreement monitoring reports, minutes, or transcripts.
The Commission’s online databases: SERVCON, the Vessel-Operating Common Carrier (VOCC) and NVOCC Tariff List, List of FMC Licensed and Bonded OTIs, and the Agreement Notices & Library will be accessible but will not be updated during the federal government shutdown.
The Commission will not accept or act on complaints or requests for dispute resolution or ombudsman services during the government shutdown.
All filing deadlines in formal and informal adjudicatory and investigatory proceedings pending before the Commission or Administrative Law Judges are temporarily suspended as of 12:01a.m., January 31, 2026. No filings will be processed during the shutdown. All deadlines or time limitations imposed on the Commission for any filed agreements and corresponding dates for agreements and amendments to become effective will also be tolled. Parties should review 46 C.F.R. § 502.101 for information on filing deadlines that are affected by the Commission being inaccessible during a federal government shutdown.
Upon reopening of the federal government and the Federal Maritime Commission, the public is welcome to contact the Office of the Secretary, (202) 523-5725 or Secretary@fmc.gov, with any questions about filing deadlines or computation of time in proceedings or filings. Parties are expected to comply with all filing deadlines once the Commission has reopened.
The Commission will resume normal operations upon enactment of appropriations legislation.
7. Software approval
Bureau Veritas Marine & Offshore (BV) has granted an Approval in Principle (AiP) to Greenroom Robotics for its maritime autonomy software, GAMA. This is the first time a maritime autonomy software, enabling self-navigation has been granted AiP by Bureau Veritas, marking a key advancement for maritime robotics and autonomous operations.
Greenroom’s GAMA software employs AI to create a fully autonomous navigation system. By doing so, it integrates data from multiple onboard sensors to support situational awareness, monitoring of vessels, decision-making, and vessel control, and can be operated either onboard or from a remote-control center. Its modular and scalable architecture is designed to support flexible integration, enabling any vessel to be converted into a fully-autonomous craft.
The AiP confirms that, based on a design-level assessment and within the defined scope, GAMA’s overall design principles are aligned with the applicable Bureau Veritas rules for autonomous and remotely operated vessels. This enables faster integration of autonomy into new builds and existing vessels, streamlines flag-state approval, reduces risk for Defence and commercial operators and provides a clear pathway to full certification.
The assessment was conducted in accordance with BV NI641 “Guidelines for Autonomous Shipping”, providing an independent, early-stage appraisal of the system’s technical approach.
Through this collaboration, BV contributes its expertise in global maritime regulations, classification, and best practices for autonomous and remotely operated systems, supporting the alignment of innovative technologies with internationally recognized safety and performance objectives.
Harry Hubbert, Chief Operating Officer, Greenroom Robotics, said: “For shipbuilders and operators, this AiP accelerates the path to autonomy by validating GAMA’s design intent against class expectations. As one of the first maritime autonomy software to be granted AiP by Bureau Veritas, we’re proud to be leading the adoption of autonomy through proven and validated solutions. We look forward to continued collaboration with Bureau Veritas to transform maritime robotics, autonomous navigation, situational awareness, and advanced operations management across the global maritime industry.”
Alex Gregg-Smith, President, Marine & Offshore, Bureau Veritas, said: “Maritime autonomy represents a significant development for the industry, requiring both innovation and strong confidence in safety and governance. This Approval in Principle reflects Bureau Veritas’ role in supporting the structured development of autonomous technologies while helping industry stakeholders navigate emerging regulatory and technical expectations.”
The AiP follows a Memorandum of Understanding (MoU) signed by BV and Greenroom Robotics in 2024, which established a collaborative framework to advance maritime robotics, autonomous navigation, situational awareness, and operations management. BV and Greenroom Robotics will continue their cooperation under the MoU framework, supporting further development and engagement as maritime autonomy progresses toward broader operational adoption.
8. World Maritime Day
The International Maritime Organization (IMO) has launched a two-year global initiative to promote the World Maritime Day theme for 2026-2027: ‘From Policy to Practice: Powering Maritime Excellence’.
In a video message marking the launch, IMO Secretary-General Arsenio Dominguez stressed that the global regulatory framework developed by IMO must not merely be adopted in principle, but translated into concrete actions and real-world results that deliver tangible benefits for all.
“When we talk about ‘practice’, we are talking about people. The seafarers on the ship; the people in the port; those managing ship operations, ship recycling workers, port State control officers and flag State administrators,” Secretary-General Dominguez said.
“To make the maritime industry truly sustainable, we must ensure these high standards are felt in every port and on every deck – not selectively, not unevenly, but globally. IMO is committed to powering this transition through technical cooperation and direct support,” he said.
Closing the enforcement gap
IMO’s global framework of maritime conventions, codes and guidelines help to ensure ships operate and trade safely, efficiently and smoothly while protecting the marine environment. The framework is most effective when Member States adopt and implement IMO rules widely and consistently.
However, audits conducted under the IMO Member State Audit Scheme (IMSAS) have repeatedly found gaps in national laws and enforcement. Those gaps weaken regulations and increase the risk of noncompliance and unsafe shipping.
To address this challenge, the campaign seeks to deepen Member States’ understanding of IMO conventions and strengthen their ability to adopt and enforce them at home. The focus will be around nine pillars:
Capacity development and technical cooperation: Boosting countries’ capacity to apply IMO rules, through legislative support, enforcement frameworks and training.
Focus on SIDS and LDCs: Tailored legal assistance and technical support for Small Island Developing States (SIDS) and Least Developing Countries (LDCs), recognising the unique challenges they face, while highlighting achievements.
Safety first through innovation: Translating new safety standards on fuels, automation and digitalization into operational practice through updated training, oversight and risk management.
Regulatory readiness for decarbonization: Equipping States to implement the IMO Strategy on the Reduction of GHG Emissions safely, consistently and in line with operational realities.
Tackling fraudulent ship registration and maritime fraud: Developing practical guidance and strengthening due diligence, transparency and data-sharing to prevent unlawful practices and misuse of national flags.
Audit driven improvement: Using IMSAS audit findings as a basis to address legal and enforcement gaps, prioritizing reforms and enhancing oversight and continuous monitoring.
Facilitation, digitalization and resilience: Embedding digital systems, including Maritime Single Windows, into daily port operations to boost efficiency and resilience.
Cybersecurity and maritime security: Integrating cyber risk management into safety management systems, training and port operations to protect global shipping networks.
Ocean protection: Implementing IMO environmental instruments (beyond those for GHG emissions), including on plastics, underwater radiated noise, invasive species and ship recycling, through national laws and day-to-day maritime operations.
The IMO Secretariat plans to roll out a two-year action plan including events and outreach activities, knowledge products, partnership programmes and social media engagement to promote the theme.
As part of the campaign, IMO Member States and observer organizations are encouraged to organize events and activities throughout the 2026-2027 period and inform the Secretariat of their planned activities. Sharing outcomes and discussions on social media is encouraged, using the hashtags #WorldMaritimeDay and #MaritimePolicytoPractice.
Secretary-General Dominguez urged: “Let us move beyond the conference room and turn our collective decisions into real-world results that benefit everyone. It is time to move decisively from policy to practice.”
9. Safe routeing
Government officials and maritime experts from Asian coastal States* gathered in Singapore (2-6 February) for the first IMO workshop on ships’ routeing and ship reporting systems.
The workshop aimed to assist participants in strengthening regional expertise in navigational safety measures, IMO procedures and the effective implementation of ships’ routeing and reporting systems, particularly in coastal States experiencing increasing maritime traffic.
Ships’ routeing is the practice of following predetermined routes for shipping, designed to organize maritime traffic in busy or complex sea areas. It helps enhance safety of navigation, improve traffic flow, and reduce risks where conditions or traffic density require greater coordination.
Key topics addressed during the workshop included:
Reviewing existing routeing measures and ship reporting systems;
Planning and designing suitable ships’ routeing and reporting arrangements for national and international waters;
Understanding traffic patterns and navigational risks to support the analysis, justification and design of routeing measures;
Gaining familiarity with IMO procedures, including safety of navigation measures and reporting obligations.
The programme combined theoretical instruction with practical exercises, including on-site visits to the Vessel Traffic Information System (VTIS) operations centre and the Integrated Simulation Centre (ISC) by the Maritime and Port Authority of Singapore (MPA). Participants explored the use of Automatic Identification System (AIS) data in supporting reporting requirements and its potential to reduce the need for traditional voice reporting from ships which should focus on navigating ships.
Sessions emphasized that routeing measures must be designed with due consideration for the rights of international shipping under UNCLOS and SOLAS Conventions.
The workshop is expected to serve as a model for future training initiatives, assisting participants in enhancing navigational safety and preventing marine pollution through effective ships’ routeing and reporting systems.
The event was delivered under the IMO Integrated Technical Cooperation Programme (ITCP), in collaboration with the Maritime and Port Authority of Singapore (MPA) and supported through the IMO-Singapore Third Country Training Programme (TCTP).
*Participants included sixteen representatives from: Cambodia, Indonesia, Malaysia, the Philippines, Singapore, Sri Lanka and Thailand.
10. Carbon warning
BAR Technologies is urging immediate action toward a unified global carbon framework, warning that the proliferation of regional emissions trading schemes is placing unprecedented compliance pressure on the maritime sector and risks delaying progress on decarbonisation.
With multiple overlapping schemes now in effect or emerging, including the EU ETS, FuelEU Maritime, the IMO’s postponed Net-Zero Framework, and proposed Greenhouse gas Fuel Intensity (GFI) measures, shipowners are increasingly navigating a maze of conflicting obligations. According to the International Carbon Action Partnership (ICAP), over 30 emissions trading systems are now either in force or under development worldwide. This pattern of fragmentation reflects a broader global challenge: recent research from the Grantham Research Institute at the London School of Economics identified over 900 climate adaptation laws and policies adopted across 35 countries since the Paris Agreement. While this surge signals growing ambition, it also highlights the risks of uncoordinated frameworks that lead to implementation gaps, increased costs and regulatory friction across borders.
“Carbon compliance is becoming more fragmented by the month,” said John Cooper, CEO of BAR Technologies. “Instead of building momentum behind a single global framework, we’re creating a patchwork of schemes with different baselines, rules and cost mechanisms. That creates confusion, inflates costs, and weakens the industry’s ability to invest in real, scalable solutions.”
The situation is further complicated by mechanisms such as the EU’s Carbon Border Adjustment Mechanism (CBAM), which went live on 1 January 2026. While not directly taxing shipping emissions, CBAM introduces indirect carbon costs into the trade system by pricing the embedded emissions of goods such as steel, aluminium, cement, and fertilisers, all of which are major seaborne cargoes.
“CBAM is an example of how carbon pricing is now embedded into trade,” Cooper noted. “But it’s also a reminder that without multilateral alignment, we risk policy friction and commercial uncertainty on a global scale.”
To avoid paralysis through bureaucracy, BAR Technologies is calling for a single carbon policy, one that is globally agreed, fairly administered and financially transparent. The company continues to advocate for a bunker-level collection mechanism to fund climate-positive reinvestment, while avoiding the duplication and complexity of overlapping schemes.
“While we await consensus on a unified framework, we cannot afford inaction,” Cooper continued. “We need technologies that work today, across regulatory zones and wind propulsion is leading that charge.”
BAR Technologies’ WindWings®, already deployed on multiple vessels, offer immediate fuel savings and emissions reductions. Beyond near-term impact, they enhance the viability of alternative fuels like methanol and ammonia by reducing overall fuel demand.
“Wind doesn’t need permission,” said Lauren Eatwell, Head of WindWings® at BAR Technologies. “It’s scalable, proven, and will be around forever. The industry has an opportunity to act now and lead, not wait to be regulated into action.”
With carbon policy divergence increasing, BAR Technologies is encouraging the maritime industry to back deployable, fuel-agnostic solutions that reduce emissions now, while supporting the transition to a more coherent and effective global framework.
11. Digital platforms
Digital platforms must reflect the needs of those who use them, says The Hood, following Australia’s leading position on social media ban for children.
Australia’s social media ban must act as warning to the maritime industry to ensure crews’ access to social media platforms are compatible with the demands placed on them while at sea, says social media platform The Hood.
In December, Australia’s decision to restrict access to social media platforms for under-16s reflected growing concern about how mainstream platforms are influencing behaviour. This drastic move has now seen other countries consider their own social media policies for children under the age of 16.
Josephine Le, founder of maritime social media platform The Hood, said: “What Australia has done is acknowledge that platform design shapes behaviour in ways that are neither neutral nor harmless, and that acknowledgement matters in an industry where human performance, rest, focus, and judgement are central to safe operations.
“The legislation does not prevent communication or isolate young people from parents and relatives. Messaging apps, email, and voice or video services remain available. Instead, it targets a specific category of platforms built around open feeds, algorithmic amplification, and engagement models that reward attention above all else, a distinction that carries real weight in safety-critical environments.”
In contrast to social media platforms such as Instagram and TikTok which encourage doom scrolling with videos under one minute, The Hood avoids algorithms and advertisements and encourages verified, moderated, intentional interactions suited to life at sea.
“Typical platforms aren’t designed with seafarers in mind,” Ms Le added. “Seafarers need rest and recovery more than most people, and when they only get brief access to their phones, sudden bursts of notifications and feeds make it even harder to switch off and stay focused.”
Life at sea can be lonely and demanding. Crews have long schedules, with work and maintenance taking up most of the day, leaving only short breaks for personal time. Access to the internet is often limited, which can make it difficult to handle personal matters, communicate with family, or take a mental break from work life.
Typical platforms are not built with these unique conditions in mind. Platforms shaped for those at sea enable crews to connect with their loved ones, peers, support, and resources when they can, and use this in a way that supports their wellbeing and focus.
“Safety at sea isn’t about cutting crews off from digital platforms, but making them work in a way that is beneficial,” added Ms Le.
12. Autonomous navigation
Indian Register of Shipping (IRS) has announced the successful certification of the Advanced Autonomous Navigation & Control Software (A2NCS) – the first indigenously developed autonomous navigation software suite designed for Unmanned Surface Vessels (USVs).
Developed jointly by the Indian Navy’s Weapons and Electrical Engineering Systems Establishment (WESEE) and Bharat Electronics Limited (BEL), this software represents a major milestone in advancing India’s maritime autonomy and indigenously developed defence capabilities.
A2NCS is an autonomous navigation and control suite specifically designed to enable unmanned and autonomous surface vessel operations. Integrated into the Indian Navy’s Fast Interceptor Boat (FIB) platform – now designated as the autonomous FIB (A-FIB) – the software empowers the vessel to undertake autonomous /remote controlled missions.
A2NCS supports remote and autonomous operations, offering flexibility across a wide range of unmanned maritime mission scenarios. It provides enhanced situational awareness by fusing inputs from multiple sensors to create a real-time maritime picture, thereby enabling safe autonomous navigation in complex and high-traffic maritime environments.
A2NCS has been validated through rigorous testing in simulated environment and extensive sea trials, demonstrating compliance with COLREG requirements, cyber resilience, and fail-safe performance.
R Srinivas, VP & Head – Electrical and Control System at IRS said “IRS is honoured to certify A2NCS software which fulfils all requirements for quality, reliability, and operational readiness, enhancing India’s evolving autonomy in challenging maritime environments, affirming compliance with safety, statutory requirements, and performance standards necessary for complex naval missions. This certification marks a significant achievement for indigenous maritime technology and IRS supports India’s continued focus on enhancing autonomous naval operations”.
Notices and Miscellany
Nuclear energy
The Nuclear Energy Maritime Organization (NEMO) took part in the New Nuclear for Maritime: A New Era for the United States summit in Washington, D.C., joining the panel From Policy to Practice: Key Regulatory Actions.
Virginia Crosbie, Managing Director of NEMO, spoke alongside Scott Edwards (CORE POWER), who moderated, Amy Roma (Hogan Lovells), Patrick Ryan (ABS Group) and Alec Neller (U.S. Nuclear Regulatory Commission). The summit was convened by CORE POWER and opened with keynote remarks from Charlotte Vere and Mikal Bøe.
Virginia Crosbie, Managing Director of NEMO said: “Maritime nuclear is not a technology problem. It is an integration challenge. We will only scale if regulation, classification, liability and insurance, and port access move together in a way that is safe, insurable and internationally workable.”
New West appointment
West of England P&I Club (West) is pleased to announce the appointment of Alexis Wildman as Head of Products, reporting to Chief Underwriting Officer Bart Mertens, as the Club continues to develop its product offering to meet the evolving needs of its Members and the broader maritime industry in an increasingly complex risk environment.
Alexis succeeds Richard Turner, who will retire later this year following a structured handover period. Richard has played a central role in developing West’s product capability and diversification strategy and will continue to support the transition ahead of his retirement.
Deck Procedures Guide
The first edition of the International Chamber of Shipping’s Deck Procedures Guide is now available. The ICS Deck Procedures Guide aligns with the globally recognised Bridge Procedures Guide and Engine Room Procedures Guide, completing an essential set of guides that enable companies to uphold the highest standards of best practice across ship operations. When used in collaboration, users can benefit from harmonised inter-departmental communications and procedures.
Offering a comprehensive overview of essential deck operations, this first edition ensures that all those working on or maintaining machinery on deck are well-equipped to handle a wide range of operations including cargo operations, bunkering and heavy weather preparations. It includes practical procedures and checklists for deck operations and maintenance of core equipment, across all ship types. This first edition is priced at £180.
And finally …
With thanks to Paul Dixon
Martin had just received his brand new driver’s license.
The family troops out to the driveway, and climbs into the car where he is going to take them for a ride for the first time.
Dad immediately heads for the back seat, directly behind the newly licensed driver.
“I’ll bet you’re back there to get a change of scenery after all those months of sitting in the front passenger seat teaching me how to drive,” says the beaming boy to his father.
“Nope,” comes dad’s reply, “I’m gonna sit here and kick the back of your seat as you drive, just like you’ve been doing to me all these years!”
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