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IN THIS ISSUE
1. No freedom yet
2. Back on track
3. Fight another day
4. Seafarers’ training
5. Energy storage
6. Cutting requirements
7. V development
8. Ro ro stability
9. Inspection campaign
10. E fuels
11. Average Adjusters’ chairman
12. Maritime Safety Committee
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. No freedom yet
By Michael Grey
Amid a salvo of ferocious two-way threats and imprecations, accompanied by a token barrage of missiles from Iran and the obliteration (the word of the year?) of some speedboats, Project Freedom has been put on hold. Two US-flag ships have made an escorted escape, but for the rest of the crews aboard the trapped fleet, it is back to business as usual; keeping their ships operational, trying to maintain morale and hoping that any incoming ordnance does not have their co-ordinates inputted. It could be a long, hope-sapping wait, but by now, expectations will surely be low, which may mitigate the inevitable disappointments, when the trumpeted “deal” fails to emerge. Nothing happens in a hurry in these turgid negotiations between parties which, with good reason, do not trust each other an inch. For the operators of these ships, it is now a matter of trying to keep the ships adequately supplied with food and water, arranging reliefs, if this is humanly possible, and trying to reassure their employees that they have not been forgotten.
There are already abandoned crews which the Mission to Seafarers and other welfare organisations are supporting, so there is an increasing need for everyone to support these wonderful helpers. Project Freedom was surely always a matter of hope over expectation. Whatever encouraging noises were coming from the US military, no responsible shipmaster is going to risk an exit through the Straits of Hormuz, if there is the slightest risk of an attack. Merchant mariners, whose war this definitely is not, are not paid to be heroic, while shipmasters know the priority of their duties, which revolve around the safety of their ships and all aboard them. And for the present, of the choices on offer, it is safer to stay. In practical terms, they know that they operate large, slow-moving targets, with neither the sea room nor the time to manoeuvre to avoid incoming ordnance.
What guarantees could ever be given that some trigger-happy Revolutionary Guard outpost, whatever Tehran might have decreed, could not resist the prospect of martyrdom, with a deep-laden VLCC in their sights. And surely, even the most enthusiastic proponents of Project Freedom knew that all it would take is for a single missile or drone to hit a departing laden tanker, for the futility of the scheme to be exposed. And to do the shipping industry justice, it too has rejected any moves that increases the threat level to their hard-pressed and anxious crews. At the same time, as the weeks extend into months, and in the absence of any sort of realistic peace plan that will not leave the stranded ships and their crews as some sort of sacrificial pawns on the great diplomatic chess-board, the worries increase.
It is a long time ago, but it would be surprising if some more thoughtful operators have not recollected the miserable fate of the 60-odd merchant ships which were cut off in the waters of the Shatt al Arab in the early 80s, as Iran and Iraq struggled for sovereignty over the delta in their gruesome war. The ships found themselves targeted by both sides, weeks went by with the crews increasingly demoralised and terrorised. Ships were hit, and abandoned; others were left with skeleton crews to keep them running in the hope that they could escape. Eventually it became obvious to all that there was no hope of the war raging around them ceasing, and the last crews made their escape overland, often in hair-raising circumstances. Some of the ships were left in the hands of local watchmen, but there was nothing they could do to prevent them gradually being wrecked, looted, or blown to pieces by the artillery of both warring parties.
They pretty well all ended up in the Constructive Total Loss ledgers of their insurers, raw material, when the war eventually ended, for the local scrap-merchants. One would like to think that we are a long way from this grim sort of scenario, as the circumstances are somewhat different. But wars in this region, tend to drag on, consume a vast amount of humanity and material and it is probably wise to keep expectations of meaningful resolution realistically low. As for those afloat, one can only hope that they stay safe.
Michael Grey is former editor of Lloyd’s List.
2. Back on track
The Marine Environment Protection Committee was “back on track” towards consensus on global shipping emissions, the International Maritime Organisation said in a recent statement.
The Marine Environment Protection Committee of the IMO concluded its 84th session with a commitment to rebuild consensus on global shipping emissions, while sounding the alarm over environmental risks in the Strait of Hormuz and adopting new measures to curb air pollution in the Northeast Atlantic.
Closing the meeting, held from 27 April to 1 May 2026 in London, IMO Secretary-General Arsenio Dominguez said:
“We are back on track, but we have to rebuild trust. I encourage you to maintain this momentum through your intersessional work and to prepare submissions that can bring the membership together.”
The Committee will resume its Second Extraordinary Session on Friday 4 December 2026, subject to confirmation by the 85th session (MEPC 85) scheduled to convene 30 November to 3 December.
Nearly 100 delegations took the floor at the meeting to voice their views on the adoption of “mid-term measures” to address greenhouse gas (GHG) emissions from ships – known as the IMO Net-Zero Framework – with multiple proposals tabled on how to take forward negotiations.
The Committee agreed to establish an intersessional Working Group to resolve various concerns and drive broader convergence on a global measure ahead of MEPC 85 in six months. Member States will be able to submit new amendments and adjustments to the draft amendments previously approved.
Two inter-sessional meetings will be scheduled on 1 to 4 September and 23 to 27 November ahead of MEPC 85 (30 November to 3 December), as well as a one-day expert workshop on “chain of custody” models, which track fuel origin and movement of fuels across the supply chain, ensuring emissions are properly traced and verified.
The Committee adopted a resolution condemning the attacks on commercial shipping in the Strait of Hormuz region and the related risks of marine pollution.
The Committee recognised the vulnerability of the Persian Gulf and adjacent waters, warning that these attacks could cause large-scale marine pollution such as oil, hazardous and noxious substances and hazardous residues arising from missiles, drones, fires and explosions.
The Committee requested the Secretary-General to monitor environmental impacts and report to the next IMO Council session.
The Committee adopted a new Emission Control Area (ECA) in the North-East Atlantic, introducing stricter emission limits on nitrogen oxides (NOx), sulphur oxides (SOx) and particulate matter (PM). The entry into force date is set for 1 September 2027, with the ECA taking effect 12 months later in 2028.
The ECA covers the exclusive economic zones and territorial seas, extending up to 200 nautical miles from their baselines of Greenland, Iceland, the Faroes, Ireland, the mainlands of the United Kingdom, France, Spain and Portugal.
Within ECAs, ships must use fuel with a sulphur content of no more than 0.10%. Cutting SOx and NOx emissions reduces risks of lung cancer, cardiovascular disease, strokes and childhood asthma. It also improves visibility at sea and reduces acidification, helping protect crops and forests.
The Committee adopted the 2026 Strategy and the Action Plan to Address Marine Plastic Litter from Ships, reaffirming IMO’s goal of zero plastic waste discharges to sea from ships by 2030.
The Strategy and Action Plan works to improve port reception facilities and waste processing, strengthening regulatory compliance, and expands public awareness and seafarer training, and international cooperation, including targeted technical assistance and capacity-building. It updates and supersedes the 2021 Strategy and 2025 Action Plan for addressing marine litter.
The Committee agreed to develop a mandatory code governing the maritime transport of plastic pellets in freight containers, under MARPOL Annex III and/or the SOLAS Convention. The Sub-Committee on Pollution Prevention and Response (PPR 14) was tasked with drafting the code and reporting back to MEPC.
The Committee approved a circular promoting the implementation of fishing gear marking systems, in line with the FAO Voluntary Guidelines on the Marking of Fishing Gear (VGMFG).
Also approved was a package of amendments to the Ballast Water Management Convention, following a review of the treaty and its associated instruments under an experience-building phase (EBP).
The review was conducted to refine implementation, close regulatory gaps and ensure the Convention remains an effective and practical tool for protecting marine ecosystems. The amendments cover various mandatory provisions of the Convention (regulations and appendices in the Annex to the Convention).
Revised Guidelines for ballast water management and development of Ballast Water Management Plans (G4) were also adopted.
The Committee advanced its work on underwater radiated noise (URN), agreeing in principle to extend the experience-building phase (EBP) by two years, to the end of 2028. The EBP aims to address barriers Member States face in applying IMO’s URN Guidelines (Revised guidelines for the reduction of underwater radiated noise from shipping to address adverse impacts on marine life – MEPC.1/Circ.906/Rev.1)
The Committee agreed in principle to commission an IMO study on URN emissions, as an evidence base for possible future measures. Member States were also invited to submit proposals for a URN policy roadmap to MEPC 85.
The Committee agreed on three new outputs to work on over the next two years:
Amendments to regulation 12 of MARPOL Annex VI to prohibit the reintroduction of ozone-depleting substances on ships; and
Measures to address maritime autonomous surface ships (MASS) in the instruments under the purview of the Marine Environment Protection Committee.
A new output on “Supporting the implementation of the BBNJ Agreement within IMO’s regulatory framework for protecting the seas and oceans and marine biodiversity” was agreed in principle, subject to further consideration by MEPC 85.
Other key decisions
The Committee also took action on the following:
Approved the Terms of Reference for the Fifth IMO GHG Study and requested the IMO Secretariat to initiate the procurement process for the study;
Adopted 2026 Guidelines for test bed and onboard measurements of CH4 and/or N2O emissions from marine diesel engines;
Approved draft amendments to the 2008 NOx Technical Code in relation to non-carbon containing fuels, with a view to subsequent adoption.
Agreed that a standalone legally binding instrument should be developed for the control and management of ships’ biofouling to minimize the transfer of invasive aquatic species.
3. Fight another day
Negotiations at the International Maritime Organization (IMO) have ended with the Net Zero Framework (NZF) intact, despite a week of pressure and delay tactics from the United States. While the US and its allies successfully pushed for a tactical delay of the discussion until autumn, the EU and other ambitious countries refused to abandon the NZF, according to Transport & Environment..
Felix Klann, Shipping Policy Officer at T&E said: “It’s a relief that the Net Zero Framework survived, but the IMO can’t let delays become the new normal. Now is not the time for setting up compromises that water down the deal or kicking the can down the road. This would only be helping Trump and his petro-friends to finish the job. Ambitious governments must use the extra time to reaffirm their commitment to a real deal for net-zero. We cannot settle for a weak agreement that rubber-stamps the status quo when climate action is most needed.”
The months ahead will determine whether the IMO can secure a sufficiently ambitious framework. With detailed discussions on the substance of the NZF not taking place at this week’s session, these will now resume during an additional week in September. After that, the Marine Environmental Protection Committee will meet in November to agree on a way forward. If this process fails to deliver meaningful progress, national governments should be ready to fill the gap left by international regulation, says T&E.
“The EU must now hold its nerve and refuse to settle for a deal hollowed out by US pressure”, added Felix Klann, “any move to weaken the Net Zero Framework now would be a gift to the oil lobby, at a time when oil prices are spiking and the cost of inaction is higher than ever before. If ambition is lost on the way, regional action will be needed to fill in the gap”.
4. Seafarers’ training
The Sailors’ Society and ITF Seafarers’ Trust are celebrating the successful completion of their year-long transformative partnership in Africa.
Together, they have equipped more than 1,000 cadets and marine engineering students through leading maritime institutions in Ethiopia, Ghana, Tanzania, Liberia, Kenya and South Africa with the tools they need to thrive at sea.
The bespoke initiative, based on the Society’s acclaimed and established Wellness at Sea programme, helps the next generation of African maritime prepare for their future careers by focusing on mental health, resilience, relationships, conflict management, piracy awareness and overall wellbeing.
Sara Baade, CEO of Sailors’ Society, said: “With Africa’s maritime expansion, it is even more important that the continent’s cadets have access to this addition to their curriculum. They are the future lifeblood of our industry and by investing in their wellbeing before they ever step on board, we are helping build safer, stronger and more resilient crews for years to come.
“We are incredibly grateful to ITF Seafarers’ Trust for their shared commitment to supporting us in this.”
Independent survey responses from the cadets who have taken part in the training reveal this is making an immediate and measurable difference, with 81 per cent saying the training gave new insight into the realities of life at sea and 100 per cent saying the training would help them better handle situations on board.
One cadet said: “Every student in maritime must go through this Wellness at Sea; it is very helpful.”
Another said: “We have learnt all the different kinds of wellness important on board. Not only physical wellness, but mental, social and intellectual as well.”
Some 98 per cent of attendees said they were now confident they could apply mental health lessons on board their vessel, and 97 per cent said they felt confident they could apply the learning around managing conflict at sea.
Participating colleges and academies have also praised the training. Michael David Morgan, Commandant, Liberia Maritime Training Institute, said: “The online Wellness at Sea trainers were excellent and provided very important information and insight from the maritime industry to our cadets.”
Dr Jethro W Brooks Jr., Vice Chancellor, Regional Maritime University Ghana, added: “We commend the professionalism and commitment demonstrated throughout the training sessions. We are confident that the impact of this will resonate positively within our academic community.”
Abdulgani Serang, Programme Development Manager at ITF Seafarers’ Trust, said: “We are proud to support this pioneering initiative, which gives cadets practical tools to navigate both the opportunities and challenges of a life at sea. Supporting wellbeing early in a seafarer’s journey creates lasting benefits for individuals, ships and the wider maritime sector.”
The programme forms part of Sailors’ Society’s wider Circle of Care, combining practical training throughout a seafarer’s career with ongoing support, including a 24/7 helpline, peer-to-peer groups, e-learning resources and access to welfare specialists.
5. Energy storage
Corvus Energy, which provides zero emission energy solutions for the maritime industry, has received DNV Cyber Security Type Approval for its Dolphin NxtGen Battery Energy Storage System (BESS). The approval also covers the Gen 4 BMS Pack Controller, extending cybersecurity compliance across the entire NxtGen product family.
The certification confirms that Corvus systems meet the stringent cybersecurity requirements in DNV’s rules for classification. It validates that Corvus ESS solutions are engineered to protect critical onboard energy infrastructure against evolving cyber threats throughout their lifecycle.
The approval follows an extensive independent assessment of more than 50 cybersecurity capabilities, including secure system architecture, access control, data integrity, and safe remote software and firmware updates. The certification also covers data collection and monitoring through the Corvus Lighthouse platform, which supports real time diagnostics and advanced analytics.
In today’s volatile geopolitical environment, cyberattacks targeting maritime infrastructure are increasing. As vessels become more connected, the risk of unauthorized access or operational disruption grows. Energy storage systems, central to vessel safety and propulsion, are particularly sensitive.
Corvus ESS solutions are designed to prevent external parties from exploiting the ESS as a pathway into the vessel’s wider network. With encrypted communication, secure remote service, and strict access management, Corvus helps shipowners safeguard operational continuity and maintain system integrity.
“Cybersecurity is now as fundamental to maritime safety as the hardware itself,” said Fredrik Witte, CEO of Corvus Energy.
6. Cutting seatime requirements
A new briefing paper by the Maritime Professional Council of the UK warns that reducing mandatory seagoing service for Officer of the Watch (OOW) candidates risks weakening safety standards across the shipping industry at a time when regulators should be reinforcing competence, not diluting it.
According to the Council, the decision at IMO sub-committee level to reduce required seatime for STCW II/1 candidates from 12 months to 9 months, with simulator training allowed to substitute for part of that period, represents a serious step in the wrong direction. The Council argues that shipboard experience is not an optional add-on to maritime education but the foundation on which judgement, situational awareness, resilience and safe watchkeeping are built.
The briefing paper draws on the experience of master mariners and maritime educators within the Maritime Professional Council and relies heavily on a submission to IMO by The Nautical Institute. It argues that no convincing evidence has been produced to show that a reduction in sea service can be made without lowering safety margins for newly qualified officers who may soon find themselves alone on the bridge of large commercial vessels.
While recognising that simulators are useful training tools, the Council says they cannot reproduce the accumulated effects of fatigue, the pressure of real accountability, the physical realities of shipboard life, or the gradual development of what generations of seafarers have described as a seaman’s eye. The paper warns that over-reliance on simulator time risks creating overconfidence without equivalent depth of experience.
The Council is also concerned that key industry voices appear to have been largely absent from the debate. In particular, the paper highlights the lack of visible participation by insurers, P&I Clubs and classification societies, despite their extensive knowledge of casualty patterns, operational risk and the cost of failure at sea. In the Council’s view, any proposal to cut practical training time should be tested against hard safety evidence from those sectors before being progressed further.
The paper further argues that the move sits uneasily with the IMO’s core purpose of encouraging and facilitating the highest practicable standards of maritime safety and efficiency of navigation. If the underlying pressures are a shortage of training berths, smaller crews, heavier administrative burdens and reduced mentoring capacity on board, the Council says those problems should be addressed directly rather than papered over by cutting required sea time.
A spokesperson for the Maritime Professional Council said: “Maritime safety depends on competence that has been earned in the real operating environment. Reducing sea service before an officer first takes independent responsibility risks lowering standards at the very point where sound judgement matters most.”
The Council is calling on regulators and industry stakeholders to reconsider the reduction and to ensure that any final decision is firmly grounded in evidence.
7. V development
Ship manager V has launched its V.Ships Learning Academy (VSLA) in Chennai, in partnership with maritime institute, AMET. The new facility is dedicated to training cadet recruits with the aim of preparing them for a career with V. The partnership and new facility are a strategic investment in upskilling Indian talent and supporting seafarer recruitment to meet the needs of the global fleet.
The VSLA will initially welcome 120 new entrants with bachelor’s degrees and provide them with a maritime education that is IMO and STCW compliant, offer practical experience onboard a dedicated training vessel as well as exposure to bridge and engine room simulators. The programmes offered at the academy will also feature V. specific training to ensure cadets are familiar with V.’s culture and operating standards. This will support long-term progression to officer level within the business.
The opening of the VSLA builds on V.’s long-standing presence in India, dating back to 1991. It aligns with V.’s broader aims to strengthen crewing and seafarer recruitment in the country, particularly following the opening of V.’s first office in Chennai in 2004 and new office in 2024.
Looking ahead, V. will explore opportunities to expand the academy’s scope to include additional training programmes, including catering and hospitality, further diversifying career development pathways across its workforce.
8. RoRo stability
NAPA, the global provider of maritime software and data services, has launched NAPA Stability for RoRo, a stability management and cargo planning solution built specifically for the operational demands of RoRo and RoPax vessels. The product has been co-developed with Stena Line, with whom NAPA has collaborated for over two decades on safety and efficiency solutions. The solution is currently in trial deployment on the Gothenburg–Kiel route. The launch extends NAPA’s stability platform, already installed on more than 69 cruise vessels and a growing number of ferry operators, into the RoRo segment with cargo-specific capabilities designed to manage the speed and complexity of short-sea voyage operations.
RoRo and RoPax operations present a cargo management challenge unlike almost any other vessel type. A single Stena Line RoPax departure can include up to 1,300 passengers, 90 trailers, 120 trucks, 45 containers, 180 cars, 25 cars with caravans, 30 mobile homes, and 35 dangerous goods units, and in some cases, livestock and rail cargo. Officers must plan cargo placement, verify stability, manage IMDG (International Maritime Dangerous Goods Code) segregation requirements, and confirm departure conditions within turnaround windows measured in hours with no margin for delay.
Until now, much of this work has been manual and cargo manifests arrived by email. Dangerous goods data was entered unit by unit into the loading computer. On some vessels, this process consumed 1-1.5 hours of officer time per departure. Existing loading computer systems, while functional, were not designed for the speed, cargo variability, or digital integration demands of modern RoRo operations.
NAPA Stability for RoRo addresses this by connecting directly to the operator’s booking system. Cargo data – including unit types, weights, quantities, and dangerous goods classifications – is imported automatically into the loading computer, eliminating manual transcription from emails and spreadsheets. Officers work from accurate, ready-to-use booking data for every journey, helping save time that can be reinvested into operational oversight and safety decision-making.
A visual cargo planner on the new solution allows officers to load units to decks using intuitive, user-friendly drag-and-drop functions, edit areas, and split or move items, while the stability calculation runs in parallel. Officers can see the impact of every loading decision on vessel stability in real time. The system supports both manual and auto mode, giving crews the flexibility to optimize larger cargo batches automatically while retaining full human control over final decisions.
Dangerous goods handling, previously a manual, time-intensive process, is automated within the system. Dangerous goods units are imported with full IMDG classification details, and the system automates segregation based on IMDG Code requirements. This approach also helps minimize errors. Further, NAPA is also developing AI and machine-learning-based ruling for automatic placement of dangerous goods, with positive results from ongoing development work.
The launch version of NAPA Stability for RoRo includes AI-assisted cargo loading, which draws on historical loading conditions to propose optimal cargo placement and support better decision-making. Early results from 2025 testing showed encouraging results.
Capt. Jörgen Gustavsson, Captain, Stena Germanica, Stena Line, commented: “On a RoPax vessel, getting the cargo in the right place is one of the most complex parts of every departure – stability, trim, fuel management, dangerous goods segregation, all under time pressure. With NAPA Stability for RoRo, the manual work is essentially gone. What used to take our officers hours in data entry and planning now takes 10 to 15 minutes. That time goes straight back into the operation, where it matters most.”
David Svanström, Officer, Stena Line, added: “We’ve been working alongside NAPA to build something that fits how RoRo operations actually work. The ability to import accurate booking data directly from our systems into the loading computer – with correct weights and cargo types – means we’re making stability decisions based on real data, not estimates. And the flexibility to switch between manual and auto mode means officers stay in control while the system does the heavy lifting on routine planning.”
Loaded cargo plans, including exact IMDG cargo locations, are shared with NAPA Fleet Intelligence, giving shoreside teams real-time visibility of vessel loading conditions. This also has direct safety implications: in the event of a fire or other emergency, shoreside teams and emergency responders can immediately see what dangerous goods are onboard and exactly where they are placed on the vessel. The integration supports more effective ship-to-shore communication, both in routine operations and in critical situations.
Emmi Helanne, Product Owner, NAPA Stability and NAPA Emergency Computer, Safety Solutions, NAPA, said: “NAPA Stability for RoRo is designed around a simple principle: the cargo plan and the stability calculation should be one workflow, not two. Officers and crew deal with dozens of cargo types, tight turnarounds, and strict dangerous goods regulations on every sailing. We’ve built a system that imports booking data directly, automates IMDG segregation, and gives officers a real-time view of how every loading decision affects vessel stability. The AI-assisted loading capability takes this further – it learns from historical departures to propose smarter cargo placement. This isn’t about replacing the officer’s expertise. It’s about giving them better tools so they can focus on the decisions that matter.”
Markus Tompuri, Account Director, Ferry and RoRo, Safety Solutions, NAPA, added: “With NAPA Stability now serving cruise, yachts, ferry, and RoRo segments, we’re delivering the industry’s most complete stability management platform for passenger ships. The collaboration with Stena Line has been instrumental – their operational expertise, built over decades of RoRo operations, has shaped every capability in this product. When a Stena Line captain tells us that cargo planning has gone from over an hour to 10 minutes, that’s the kind of measurable impact we’re building for. The RoRo segment has been underserved by digital stability tools for too long, and we’re changing that.”
9. Inspection campaign
The International Association of Classification Societies ( IACS), has published the results of its Concentrated Inspection Campaign on Emergency Power Supply Tests on ships, conducted during 2025, and made a number of recommendations that will improve compliance with SOLAS requirements.
The campaign was launched in response to concerns raised by the Tokyo MoU over risks in the testing procedures, following observations raised by Port State Control officers over the reliability of ‘simulated blackout’ tests as demonstrating SOLAS compliance.
The Concentrated Inspection Campaign commenced on 1 January 2025 and ended on 31 December 2025. During this 12-month period, emergency power supply inspections were conducted on a total of 36,723 ships. No issues were identified in the vast majority of cases, but a range of deficiencies were found on 853 inspected ships (2.32%).
Based on an analysis of the data gathered during this inspection campaign, the survey panel reached a number of conclusions.
A number of critical and recurring equipment failure points were identified, including the closing quick-closing valve, control unit/circuit (PCB/relay), and Emergency Diesel Generator (EDG) starting arrangement. These failures indicate industry-wide issues with equipment maintenance, installation quality, or component durability, and directly compromise SOLAS Ch. II-1 Reg. 42/43 compliance for automatic Emergency Power Supply (EPS) activation.
The campaign also identified non-equipment deficiencies, the most notable of which is the lack of controlled blackout test procedures in company and shipboard Safety Management Systems (SMS). This is contrary to SOLAS Ch. II-1 Reg. 42.7/43.7 (periodic full system testing). Simulated blackout tests are widely used, but do not test the actual circuit paths required for real blackouts, which gives ships’ engineers a false sense of readiness of the ship’s emergency systems.
From an operational perspective, the campaign also identified crew unfamiliarity with Emergency Diesel Generator (EDG) operation and the mis-selection of starting switch modes. This highlighted the role of human error as a contributor to malfunctions during emergencies. Including gaps in crew training, competency, and safety culture.
The report also set out a number of recommendations:
During ISM audits, focus should be on ensuring that a procedure exists in the necessary detail for conducting a controlled blackout test for emergency diesel generators and may pay more attention to whether the testing arrangements and procedures for emergency diesel generators adequately demonstrate the functionality of the emergency power supply system as a whole, including by means of controlled blackout testing where appropriate.
IACS will consider a further analysis to clarify the inspection and testing cycles and requirements for high-frequency malfunctional components such as quick-closing valves, control units and starting devices.
IACS will consider further studies to standardize the design standards for emergency generator simulation tests to ensure that the design complies with the requirements .
Commenting on the findings of the campaign, Robert Ashdown, IACS Secretary General, said: “We are grateful to our members for their close engagement and support for this Concentrated Inspection Campaign, which was prompted by a warning from the Tokyo MoU about potential risks in the testing of emergency power systems that may not meet SOLAS standards. Their rapid response has enabled us to conduct over 36,000 inspections in this 12-month period. This in turn has delivered robust and detailed data insights into this critical issue across the global fleet.”
“Over 97% of ships inspected had no deficiencies, but a range of issues were identified in the remaining cases. Based on these findings, the IACS panel set out a number of conclusions and recommendations on inspection and testing procedures, requirements, and crew training for emergency power system tests. These will play an important role in ensuring that emergency systems operate as intended, comply with SOLAS requirements, and enhance safety at sea.”
In the 853 inspections where deficiencies were found, the deficiencies are categorised as follows:
- Malfunction of control unit/circuit: 16%
- Malfunctioned Air Circuit Breaker (ACB): 12%
- Mis-selection of engine starting selection switch mode in emergency generator room: 12%
- Closing quick-closing valve: 22%
- Malfunction of starting arrangement: 14%
- Malfunction of engine: 8%
- No power supply to the services essential for safety in an emergency: 10%
- Other: 7%
The consolidated report of the concentrated inspection campaign is available on the IACS website.
10. E-fuels
Accelleron, a global technology leader in turbocharging, fuel injection, and digital solutions in the marine and energy industries, recently highlighted how Asia Pacific ports are building early foundations for green hydrogen-based e-fuel markets through coordinated cross-sector action. This momentum is being driven not only by decarbonisation, but also by a focus on long-term energy security across the region.
The ships are ready, the fuels are missing. While vessel technology has advanced rapidly and dual-fuel ships capable of running on methanol and ammonia are setting sail, fuel production remains very slow, due to fragmented demand, high upfront costs, and the scale of infrastructure required.
“Where e-fuel projects succeed, energy and multiple hard-to-abate industries move together. Combining demand creates contracts large enough to start building, shares risk so projects become insurable, and allows developers to build infrastructure once instead of duplicating it,” said President of the Medium- and Low-Speed Division at Accelleron, Christoph Rofka. “Ports can anchor that process by planning and developing bunkering infrastructure to supply inland power generation and industrial demand first, preparing the way for future maritime uptake.”
Accelleron’s report with Asia Pacific as the proving ground for overcoming shipping’s carbon-neutral fuel deadlocks shows early green hydrogen and e-fuel projects advancing across major ports, including Singapore, Yokohama, Busan, and Shanghai. These pilots are being driven by national hydrogen and e-fuel strategies linked to industrial decarbonization and energy security objectives, rather than shipping demand alone.
Across the region, ports are advancing ammonia and methanol projects, developing safety frameworks, strengthening fuel-handling capabilities, and building operational readiness. At the same time, early hydrogen and e-fuel production is moving forward through cross-sector offtake in land-based industries such as power generation, chemicals, and heavy industry. This broader demand base allows fuel systems, infrastructure, and standards to develop ahead of anticipated larger-scale maritime uptake.
The research shows the outline of an early e-fuel market emerging in Asia Pacific, with ports taking on complementary roles based on their resource bases, industrial structures, and geographies. A supply-demand dynamic architecture for hydrogen and e-fuels is forming, with ports leveraging their strengths to serve as either producers, connectors, receivers, or export sources.
In addition, high-volume trade corridors like the Australia-Singapore-China iron ore route, are emerging as practical pathways for early fuel deployment, aligning industrial demand (iron ore conversion with hydrogen), maritime traffic, and port readiness. The research also highlights the Singapore-Rotterdam route as a developing link between Asia Pacific’s emerging e-fuel system and European demand centers.
The Port of Yokohama illustrates how national policy, local government coordination, and industry collaboration are realizing this public/private cross-sector approach in practice. As one of Japan’s designated Carbon Neutral Ports (CNP) under the program led by the Ministry of Land, Infrastructure, Transport and Tourism, Yokohama is aligning port development with nearby industrial demand and the national energy strategy.
The Port of Yokohama’s roadmap comprises 145 public/private partnership projects covering fuel-handling systems, hydrogen, ammonia, and methanol supply chains, as well as a robust program of port-area decarbonisation, including shore power, electrified equipment, and financing mechanisms. It is also coordinating closely with neighboring Kawasaki City to align regional fuel supply planning and industrial energy demand.
“To achieve decarbonization in international shipping and logistics, and in heavy industries such as power generation, steelmaking, and chemicals, Japan’s Ministry of Land, Infrastructure, Transport and Tourism has launched the Carbon Neutral Port initiative, which aims to broadly decarbonize port areas, where all of these converge,” says Director for Carbon Neutral Port Promotion, Port and Harbor Bureau, City of Yokohama, Hitoshi Nakamura.
“Public support is critical to enabling early development, especially when we are working across multiple sectors. Through the Yokohama Port CNP Sustainable Finance Framework, we have made it easier for companies to access green loans and other financing, and in a short time have launched 145 projects spanning port decarbonisation, fuel-related infrastructure, and supply chains. We see that this structured, public-private, cross-sector approach is effective in accelerating infrastructure and market development, and we are seeing very promising progress toward the goals of the CNP initiative.”
11. Average Adjusters chairman
Stelios Magkanaris was appointed Chairman of The Association of Average Adjusters (AAA) for the coming year. Stelios Magkanaris succeeds Chris Kilbee who stepped down at the meeting having completed his one-year term.
Magkanaris is a Fellow of the Association of Average Adjusters, a qualified Chartered Mechanical and Marine Engineer as well as a Licenced Merchant Navy Engineer Officer. He is director and founder of Maradco (Marine Adjusters & Consultants Inc) in Piraeus, Greece.
On accepting the position, he paid tribute to Mr Kilbee and thanked him for the contribution he made to the Association as Chair. He said:
“I am honoured to be elected Chairman of the Association. During my term in office, I aim to bring to the forefront of the marine insurance and claims community, the tremendous work that the Association has carried out over the past 157 years. I want to promote its vital contribution to the efficient handling of claims and the education of future adjusters and claims professionals.
The profession of average adjusting remains largely unknown outside the narrow sphere of the shipping world that deals directly with marine casualties. Charterparties, loan agreements, sale and purchase contracts take place every day; yet it is only when catastrophe strikes, that someone called an “adjuster” emerges from the shadows to advise on indemnities, rights and obligations under insurance policies, restoring balance between the parties to a maritime adventure and their insurers. It is this vital role that should be better understood and recognised in order to demonstrate its benefit to the shipping industry
“Serving as Vice Chairman under Chris Kilbee provided the best possible preparation for my year in office. At the same time, it makes the task ahead all the more challenging as I strive to match his leadership and the exceptionally high standards set by those who have preceded me. It is both a tremendous responsibility and the greatest honour.”
His professional career began as a technical superintendent at one of Greece’s largest shipping companies where he was involved in newbuilding projects and supervision of vessels’ construction at major shipyards. Later he became technical manager at the Swedish Club office in Piraeus and subsequently marine claims manager.
Drawn to marine law and the art of adjusting, Magkanaris completed the full series of professional examinations of The Association of Average Adjusters and qualified as a Fellow in 2017.
He is a graduate in Mechanical and Marine Engineering from the Universities of Surrey (B.Eng (Hons)) and Newcastle upon Tyne (M.Sc) in the UK and a qualified merchant marine engineer officer from the Marine Academy in Greece.
12. Maritime Safety Committee
The Maritime Safety Committee meets for its 111th session at IMO Headquarters in London (in-person supported with hybrid capabilities) from 13-22 May 2026. The meeting is chaired by Capt. Theofilos Mozas of Greece.
- MSC 111 highlights (including media arrangements)
- Amendments to mandatory instruments and related non-mandatory instruments
- Expected adoption of the goal-based International Code of Safety for Maritime Autonomous Surface Ships (MASS Code)
- Impacts on shipping and seafarers of the situation in the Arabian Sea, the Sea of Oman, and the Gulf region, particularly in and around the Strait of Hormuz
- Enhancing maritime security
- Piracy and armed robbery against ships
- Development of a GHG safety regulatory framework
- Goal-based ship construction standards audit
- Review of the financial architecture of the long range identification and tracking (LRIT) system
- Maritime digitalization
- Reports of Sub-Committees
- Media attendance – information
For more details see the IMO website.
Notices and Miscellany
Standing up for seafarers
MA reader Jerry Whitmarsh has written to give his view of current developments in the Middle East.
“I’ve been receiving the Advocate, and before that Bow-Wave and Wavyline or whatever my old friend Sam Ignarski called it, ever since the first edition. I’m more financial than maritime, and I have dutifully perused every edition, sometimes more thoroughly than others.
“But lately with added interest, because this feels like an important moment for mariners. The problem we have in the Strait of Hormuz is not just ships, it is people. By now it should be a global issue but it isn’t, it is still all about the oil.
“Collateral damage” is the name of the game at present. Innocent people are dying all over the middle East as the demented powers that be play out their monopoly game. Who will speak for them?
“So, now is the time to show that some of us are standing up for and speaking for the completely innocent people that are maritime bystanders. Please can you tell me what the maritime community is doing about this? Who are they lobbying? Who are they speaking to? What is being done to highlight their plight and supply aid?
“I think we who care need to mobilise. What can we do?”
New partner
Specialist maritime law firm Tatham & Co has named Margot Wastnage as its newest partner, effective 1 May 2026, as part of the firm’s move to further strengthen its business in Europe, including France, Switzerland, Belgium and Luxembourg, as well as French-speaking areas of Africa.
Wastnage began her career at Ince & Co, qualifying as part of its London Energy and Infrastructure Group and gaining significant experience in energy disputes and shipping. Her career, which has included extensive time working in Ethiopia, Lebanon and France, has also involved working for a leading P&I club within the International Group and a major energy and commodities trader.
Alongside a strong track record in arbitration, she specialises in charterparty disputes, including off-hire, demurrage, war clauses, force majeure and frustration, as well as bills of lading and wider trade disputes. She also advises on sale and purchase agreements for bulk commodities, carbon capture arrangements, and the drafting and interpretation of charterparty clauses.
As partner, Wastnage will lead the development of the firm’s shipping and trade practices in French speaking Europe and Africa, as well as enhancing the firm’s expertise in supporting the global energy and renewables industries.
In addition to naming Wastnage as a Partner, Tatham & Co also recently welcomed Tristan Harwood as a Legal Director. Harwood, who was a former barrister at Shearwater Law, advises owners, charterers and marine insurers on a wide range of wet and dry shipping matters, including marine casualty, admiralty, and regulatory issues.
All about ports
As an international conference accompanied by an exhibition, all about ports will address key future topics in port logistics om 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 https://www.allaboutports.de
Admission to all about ports is included in the SMM ticket.
United States Coast Guard’s 2026 AMVER Awards Ceremony
The North American Marine Environment Protection Association (NAMEPA) is hosting the United States Coast Guard’s 2026 AMVER Awards Ceremony, honouring the maritime industry’s enduring commitment to safety at sea. The ceremony will take place on May 21, 2026, at the American Bureau of Shipping (ABS) Offices (80 M Street SE) in Washington, D.C., following NAMEPA’s annual Safety at Sea Seminar during National Maritime Week.
Van Ameyde appointment
Van Ameyde Marine is pleased to announce the appointment of Ben Sturrock, formerly of Allseas, as Head of Marine Services for its UK operations, strengthening the company’s senior technical leadership across its UK marine consultancy and surveying operations.
Pro Legal
Pro Legal, the specialist legal services business supporting the insurance and Delegated Authority (DA) market, has announced the appointment of Darren Goldthorpe as Legal Director – Legacy, further strengthening its capabilities in legacy and run-off solutions, effective immediately.
Technology cooperation
A ceremony is due to take place on May 15 at IMO headquarters regarding the new IMO Technology Cooperation Programme supported by Japan (Nippon Foundation) with a lunchtime seminar on Maritime Autonomous Surface ships.
Safety culture conference
The UK’s leading forum on safety culture in shipping, the Safety Culture Conference, brings together experts from across industry and beyond to explore how one can move from simply monitoring safety compliance to building safety cultures that are practical, effective, and long lasting. It will be held in Glasgow on May 19-20.
Supported by the UK P&I Club and Caledonian MacBrayne, the conference will create space for open discussion, the exchange of good practice, and constructive challenge to established approaches.
Designed as a progressive learning journey, each session builds on the last. The full programme is now live, featuring expert-led sessions. For details see the UK Chamber of Shipping website.
Please notify the Editor of your appointments, promotions, new office openings and other important happenings: contactus@themaritimeadvocate.com
And finally,
With thanks to Paul Dixon
Performance evaluations
These useful quotes are from actual federal employee performance evaluations:
1. Since my last report, this employee has reached rock bottom and has started to dig.
2. I would not allow this employee to breed.
3. This employee is really not so much of a has-been but more of a definite won’t-be.
4. Works well when under constant supervision and cornered like a rat in a trap.
5. When she opens her mouth, it seems that it is only to change feet.
6. He would be out of his depth in a parking lot puddle.
7. This young lady has delusions of adequacy.
8. He sets low personal standards and then consistently fails to achieve them.
9. This employee is depriving a village somewhere of an idiot.
10. This employee should go far, and the sooner he starts, the better.
11. Got a full six-pack but lacks the plastic thing to hold it all together.
12. A gross ignoramus – 144 times worse than an ordinary ignoramus.
13. He does not have ulcers, but he is a carrier.
14. I would like to go hunting with him sometime.
15. He has been working with glue too much.
16. He would argue with a signpost.
17. He brings a lot of joy whenever he leaves the room.
18. When his IQ reaches 50, he should sell.
19. If you see two people talking, and one looks bored, he is the other one.
20. A photographic memory but with the lens covered glued on.
21. A prime candidate for natural de-selection.
22. Donated his brain to science before he was done using it.
23. Gates are down, the lights are flashing but the train is not coming.
24. Has two brains: one is lost and the other is out looking for it.
25. If he were any more stupid, he would have to be watered twice a week.
26. If you give him a penny for his thoughts, you would get change.
27. If you stand close enough to him, you can hear the ocean.
28. It is hard to believe that he beat out 1,000,000 other sperm.
29. One neuron short of a synapse.
30. Some drink from the fountain of knowledge; he only gargled.
31. Takes him two hours to watch 60 Minutes.
32. The wheel is turning, but the hamster is dead.
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.
