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IN THIS ISSUE
1. When compromise is not an option
2. Davis tribute
3. Shipping lane protection
4. Onboard fuel testing
5. Club changes
6. Human factors
7. Safety guidelines
8. Shipping hub
9. Seafarers appeal
10. Korean corridor
11. Astonishing year
12. Plastic footprint
13. Evolving assets
14. Corrosion risks
15. Bulk carrier safety
16. Barometer report
17. Ballast water compliance
18. Salvage statistics
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. When compromise is not an option
By Michael Grey
There is an open season on merchant mariners at present, and not in a nice way, with the warring parties around the Strait of Hormuz accompanying their confusing messages with a willingness to fire into innocent merchant ships in international waters. At least twenty seafarers have been killed in these incidents, which scarcely show the various parties in any positive moral light. Only people with no sense of humanity would fire into a fully laden LNG carrier at point-blank range, or precisely guide their ordnance into the machinery space of a vessel navigating in a narrow waterway.
Of course, those with their fingers on their triggers will justify their action by claiming that the ship was not obeying their orders and will not be amenable to any reasoned arguments that taking lives can never be justified in such circumstances. And far beyond these dire straits, in the Black Sea, Sea of Azov and other waters where Russian and Ukrainian combatants grind on with their war of attrition, merchant mariners have been in their sights. Indeed, one might suggest that attacks on merchant ships have become normalised; legitimate targets as in earlier wars and those aboard, the non-combatants, can be dismissed as just collateral. In the Middle East, there is very little sign of any form of meaningful compromise, perhaps for the very real reason that none is available.
Absolute control of the waterway is Iran’s only trump card, which the hard-line factions in their administration are determined to retain. But to the US, the international community and indeed to the UN and its expert agency the IMO, the ceding of this important issue is totally unacceptable. It is as daft as the French or the UK being given exclusive rights over the English Channel; Malaysia or Indonesia requiring absolute control of the passage through the Malacca Strait, with the riparian state prepared to kill those who disobey their instructions. Cave in to the Iranian demands and an appalling precedent will be established, but is this really understood by the US negotiators, who seem more fixated on the Iranian nuclear ambitions? And what of the prosperous states on the other side of the Gulf, which have been targeted by the Iranian missile bombardment to put pressure on the US? How resolute are they in their objections to their maritime trade being policed by the Iranian Revolutionary Guard Corps and the extraction of tolls for its access? And do the lives of seafarers really feature in the diplomatic debates, as they focus about commodity shortages and trade flows?
You might argue that there might be one single reason for the control of this international waterway. And that, of course, revolves around the safety of those ships passing through it, and the freedom from pollution on the coastal states which could result from any marine accident. It is why there is the internationally approved separation zone between the deep draught routes on the Omani side, which has been an effective safety measure in this teeming waterway. It has also served to keep traffic away from Iranian waters, with the risk of harassment from Iranian forces, which for years have been throwing their weight around. It is clear that the present situation, of conflicting messaging, and the constant risk of fatal attack, is not one that can be tolerated and the rights of innocent passage in an international waterway must be restored. It might seem a long shot, but might some sort of face-saving resolution be worked around a jointly operated navigational safety organisation, with VTS stations and emergency services providing advice to ships in transit?
The close collaboration between UK and French authorities in the narrow seas between Dover and Calais is a perfect example. There are plenty of other successful examples around the world and the existing regional navigational agency, which maintains navigational aids throughout Gulf and near-Gulf waters could be a helpful template. Goodwill, presently in such short supply between potential participants would be a pre-condition. Throwing missiles at merchant ships is not the right step towards de-escalation and the desperate need to make these waters safer for seafarers.
Sunset for the Old Worcesters
After 150 years the Association of Old Worcesters will finally cease to exist in October when the ensign of the famous old training ship will be laid up in St. Paul’s Cathedral. A very fitting last hurrah took place earlier this year over three days concluding with a reception and a Beating of the Retreat aboard HMS Warrior in Portsmouth Harbour.
The ensign aboard Warrior was lowered by AOW member Bob Linekar, who lowered the ensign of HMS Worcester in the Thames for the final time in 1968. He was accompanied by one of the new WMNCS/Trinity House cadets Alex Barlow, demonstrating both past and future of the Worcester’s contribution to maritime training. They will also parade the ensign in the St. Paul’s ceremony. The alumni of HMS Worcester over her years as a training ship contain illustrious names in maritime Britain, along with distinguished foreigners, including Admiral Togo of the Imperial Japanese Navy.
Although the AOW will cease to exist in October, its funds and responsibilities will be transferred to a new Worcester Association to which all OWs will be transferred and which will be run for the benefit of the association’s new cadets as they move through their careers. The story of this famous name thus continues.
Michael Grey is former editor of Lloyd’s List.
2. Davis tribute
By Eiichiro Tokumoto
On Friday, April 10th of this year, the Orion spacecraft of the U.S.-led Artemis II mission, a lunar exploration project led by the United States, successfully completed its 10-day journey and splashed down in the Pacific Ocean off the coast of San Diego. This historic mission marked the first lunar flyby in more than 50 years, surpassing the farthest previous distance a manned space vehicle ever travelled from the Earth.
On this day, an Iranian delegation led by Parliamentary Speaker Mohammad Bagher Ghalibaf, and the U.S. delegation led by Vice President J.D. Vance began arriving at Islamabad, Pakistan. The aim was to negotiate an end to the war that has been ongoing since the end of February, and one of the main obstacles to the negotiations concerned the reopening of the effectively closed Strait of Hormuz.
Watching these two completely different events unfold, I was reminded of the late Jim Davis, who passed away five years ago. I wonder if the reason he had once invited astronaut Jim Lovell, captain of the ill-fated Apollo 13, to the Conference on Transportation was to prepare for crises like this one.
Davis, who passed away in March 2021 at age 92, served for many years as chairman of the International Maritime Industries Forum (IMIF). He will be remembered as one of the giants and iconic figures of the shipping industry. I first met him in the early 1990s. Since then, whenever I visited London, I would drop in Davis’s office for lunch. That said, I am not a writer specialising in the shipping industry, so our topics of conversation mainly concerned international affairs and history. It was during one of those lunches that he shared one of his recollections.
In May 1982, a conference of the Chartered Institute of Transport (CIT), where Davis served as president, was held at Grosvenor House in London. The conference theme was “Matching the reward to the risk.” The speakers included David Howell, Secretary of State for Transport, as well as executives from major shipping companies, British Airways, and British Petroleum.
At the time, the Iranian Revolution of 1979 and subsequent Iran-Iraq War caused crude oil prices to skyrocket, leading to an energy crisis, which in turn triggered a global recession that directly impacted the transport industry. It was at this conference that Davis asked Jim Lovell, the commander of Apollo 13, to give a speech.
Launched in April 1970, Apollo 13 was forced to scrap its mission of a third manned lunar landing when its oxygen tank exploded en route to the moon. With life support systems such as oxygen, electric power, and water supply disrupted, Lovell and two other astronauts used their lunar module as a lifeboat. Working in cooperation with mission control in Houston, they returned to Earth, splashing down safely in the Pacific Ocean. Their exceptional teamwork, problem-solving skills, and adaptability overcame an unprecedented logistical crisis.
This tense drama, dubbed “successful failure” and “from disaster to triumph,” was later adapted into “Apollo 13,” a Hollywood film with actor Tom Hanks in the role of Lovell.
And when Davis invited Lovell to speak, Lovell was very perplexed. “I don’t know anything about the shipping industry.” To which Davis replied with a serious expression, “That’s why we want to invite you. We’d like to listen to your story.”
At this CIT conference, Lovell gave a lecture on the cost-effectiveness of the Space Shuttle program, which had made its maiden flight the previous year. However, it seems Davis had another reason for inviting him. Decades later, in his memoir “You and Your Ships,” Davis described Lovell as a “wonderful man.”
“He is an unbelievably impressive man of modesty, sang-froid and visible calmness and competence. We were driving home together after a reception in the Mansion House and I had the sunshine roof open of my car. Along the Embankment I looked up at a gorgeous full moon and it was a positively eerie feeling to think that this charming soul alongside me had been there, not once but twice.”
And, although unrelated to Apollo 13, the shipping industry currently faces an unprecedented and serious crisis: the war between Iran, the U.S. and Israel, and the closure of the Strait of Hormuz.
Even now, hundreds of ships with around 6,000 seafarers remain stranded in the Persian Gulf. Furthermore, the chokepoint for 20 per cent of the world’s oil and LNG has been effectively closed, creating a significant global logistics problem. European airlines are fearing a jet fuel shortage, and Asian countries are struggling to secure gasoline and fuel for power generation. The disruption of the fertilizer supply chain has also raised concerns about a potential global food crisis. How can we overcome such crises in the future? What will be required of those involved? Perhaps Davis was trying to learn some clues to these questions from Lovell’s experience.
Davis had an oft-told anecdote I heard more than once. In the mid-1950s, as a young employee of the British shipping company P&O, Davis was posted to the Kobe office in western Japan. At that time, it had been about 10 years since the end of World War II, and British people’s sentiment toward Japan remained negative. Nevertheless Japan had signed a Peace Treaty with the Allied Powers and was embarking on economic recovery.
Here, Davis made many Japanese friends, not limited to people in the shipping industry; one of them was a bartender at a drinking establishment in Kobe. Davis often frequented this particular bar as a watering hole after seeing off midnight sailings. During the war, the bartender happened to have been trained as a kamikaze pilot. Even decades later, Davis often recalled this man with fondness. Britain and Japan had fought a bloody war, and yet here were a young employee of a British shipping company and a former kamikaze pilot, enjoying conversations late into the night. From this episode, I learned a lesson: “Nothing is eternal in politics.”
The war in Iran now poses a new crisis for the shipping industry. How we respond to this will have major implications on the global energy and food supply. In his career of over a half-century in the shipping industry, Jim Davis experienced good times, bad times and stormy crises. What would he say to us if he were still alive? I believe words to this effect can be found in his speech at the IMIF’s annual dinner in London in 2014.
“I have been in it for over 60 years, and there is no profession which has the same romance, friendship and charm as the shipping industry. I realise that I have been very lucky to have spent all this time in it.”
Eiichiro Tokumoto is an author and journalist living in Tokyo
3. Shipping lane protection
The Council of the International Maritime Organization (IMO) concluded its 137th session (6 – 10 July) by reaffirming the importance of preserving navigational rights and freedoms in accordance with international law.
In a resolution adopted during the session, the Council stressed that the right of transit passage through straits used for international navigation should not be threatened, impeded, denied, hampered, impaired or suspended.
In addition, the Council reiterated that any measures taken by coastal States to regulate traffic in vital shipping lanes should be done in accordance with IMO regulations under the International Convention on the Safety of Life at Sea (SOLAS).
With regards to the ongoing challenges facing international shipping in and around the Strait of Hormuz, the Council condemned the attacks on civilian commercial ships and called for the de-escalation of tensions in the Middle East region.
The Council stressed that any arrangement between the littoral States of the region should guarantee the non-discriminatory and unimpeded right of transit passage of all ships, through the internationally recognised traffic separation scheme adopted by IMO in 1968.
The Council reaffirmed that passage through the Strait should remain free of any tolls and charges, in accordance with international law, including the IMO Convention. It requested the Secretary-General to explore options that advance safe maritime traffic and to work with littoral States, other member states and the industry to ensure a coordinated and sustainable return to unhindered navigation through the Strait.
The Council noted the information shared by Indonesia, Malaysia and Singapore on their experience in co-managing the Straits of Malacca and Singapore through a “Cooperative Mechanism” that brings governments and industry together to share the burden. It invited interested member states and other stakeholders to consider making financial or in-kind contributions to the mechanism’s two funds – the Aids to Navigation Fund and the IMO Straits of Malacca and Singapore Trust Fund to support the Co-operative Mechanism.
IMO Secretary-General Arsenio Dominguez recently commented: “As the IMO Council considers the continued threats to international shipping and the need to uphold navigational rights and freedoms, I must once again address attacks on commercial vessels.
“I deplore the series of attacks over the past week against civilian merchant ships operating in the Sea of Azov and the Black Sea. While recent events have focused international attention on the situation in and around the Strait of Hormuz, we must not lose sight of the fact that seafarers continue to face serious threats in other parts of the world.
“I condemn all unwarranted attacks on civilian merchant vessels arising from geopolitical conflicts, wherever they occur. Such acts endanger seafarers, threaten the safety of navigation, disrupt global supply chains and undermine the principles upon which international shipping depends.
“I call on all parties involved in conflicts to refrain from any action that endangers innocent merchant shipping or the marine environment, to respect international law, and to ensure the protection of seafarers. Seafarers should never become casualties of conflicts to which they are not a party.
Every seafarer, wherever they serve, deserves to work in safety and security.”
For more details and other key decisions taken by the Council, see the IMO website.
4. Onboard fuel testing
CM Technologies (CMT) has supplied its integrated onboard fuel/oil testing and analysis kits to a fleet of 300 containerships and bulk carriers managed by one of Germany’s leading independent shipmanagement companies.
Implemented progressively over the past decade, the fleet-wide rollout has established a common testing platform for the unnamed shipowner, enabling consistent fuel and lubricating oil analysis across its fleet regardless of vessel type, trade route or operating profile.
The rollout is claimed to represent a significant shift in the way shipmanagers and owners carry out onboard engine condition monitoring across large fleets.
“Rather than being treated solely as a vessel-level engineering function, fuel and oil analysis is becoming part of a broader operational control framework that supports fleet-wide decision-making, maintenance planning and risk management,” said CMT Managing Director Uwe Krüger. “Shipping companies are looking for solutions that provide immediate results onboard. They want monitoring consistency across their fleets.”
According to CMT the trend for standardised diesel engine performance monitoring followed the increased use of very low sulphur fuel oils (VLSFO) and other blended fuels after the IMO 2020 rules.
“This created new challenges for ship operators in terms of fuel stability, compatibility and contamination, which are becoming more frequent,” said Krüger.
Traditionally, operators have relied on shore-based laboratories to analyse fuel and oil samples. But while laboratory analysis remains an important part of machinery condition monitoring, the time required to obtain results limits the ability to respond effectively to developing issues.
“More and more shipping companies are equipping their vessels with our onboard fuel and lube test cabinets to make day-to-day fuel and lube analysis easier for crews,” Krüger said. “Regular testing is now the norm, routinely testing for water content, cat fines, viscosity, density, iron wear, and lubricating oil conditions.”
Water contamination, if undetected, promotes corrosion in engine components. Cat fines (catalytic particles of aluminium and silicon from the refining process) can pass through fuel treatment systems and cause rapid wear in pumps, injectors and cylinder liners. Viscosity and density checks at delivery give operators independent verification of bunker quality rather than reliance on supplier paperwork. Iron content analysis of cylinder drain oil tracks wear rates over time, flagging deterioration before it becomes a serious problem.
“Testing is such an important consideration it is now being built into daily operations onboard rather than carried out periodically or outsourced. A key benefit of the standardised approach is the ability to compare results directly between vessels,” said Krüger.
“Because measurements are generated using the same equipment and procedures, technical teams can benchmark performance across sister ships, identify abnormal trends and investigate any deviations. This has transformed onboard testing into a fleet-wide intelligence tool.”
5. Club changes
UK P&I Club and TT Club have announced their joint offer to acquire Thomas Miller Holdings has received strong shareholder support, with acceptances in excess of 89%.
The acquisition offer was made to shareholders on 18 June 2026 by TMH Bidco, a special-purpose vehicle jointly established by UK P&I Club and TT Club to facilitate the deal. The acquisition is expected to be complete in the fourth quarter of 2026, subject to the receipt of requisite regulatory approvals, which are currently in progress. In the meantime, the Thomas Miller business continues to operate as usual.
To support the transition process, two representatives of TMH Bidco will join the Thomas Miller Holdings Board. Jan Valkier, Chairman, UK P&I Club, said: “We are encouraged by the strength of support that Thomas Miller’s shareholders have shown for the proposed acquisition offer. This marks a significant step forward in the strategic ambitions of both the UK P&I Club and TT Club and reflects a shared confidence in the direction we are taking together for the Group’s long-term benefit. We look forward to progressing the transaction and concluding it later this year as we continue to explore our potential merger with the TT Club in parallel.”
Morten Engelstoft, Chairman, TT Club, concluded: “The positive response to this proposal is a strong endorsement of the strategic rationale behind it. Taking full ownership of Thomas Miller will provide both Clubs with a stronger platform to build on their shared strengths while maintaining the high standards of service and support that our Members value. This is an important milestone in the process, and we look forward to working through the remaining steps to bring the transaction to a successful conclusion in the months ahead.”
Merger discussions between UK P&I Club and TT Club continue to progress . Both clubs have signed a framework agreement which formally commits both clubs to the merger, which is expected to conclude on 20th February 2027, subject to all required approvals.
6. Human factors
Human factors must be treated as a central part of maritime safety as the industry responds to increasing operational complexity, digitalisation and technological change, speakers told a major conference hosted by CHIRP Maritime and The Nautical Institute.
The Human Factors Conference, focused on three key themes: navigational resilience, safety culture and the integration of non-technical skills into voyage planning.
Opening the conference, Captain John Lloyd FNI, Chief Executive of The Nautical Institute, highlighted the importance of ensuring that change in shipping continues to support the people responsible for safe operations at sea. As the industry responds to digitalisation, decarbonisation, new technologies and evolving regulation, the role of maritime professionals remains critical.
Speakers emphasised that technology can provide more information, but people determine how that information is interpreted, challenged and acted upon. Discussions throughout the day explored how bridge teams, engineers, shore-based staff and maritime leaders can build resilience when conditions change, systems do not behave as expected or operational pressure increases.
The navigational resilience session examined why people remain central to safe navigation as bridge teams work with greater levels of automation, electronic navigation systems and digital information. Speakers discussed the importance of critical thinking, effective communication, cross-checking and the ability to maintain situational awareness when systems are disrupted or information becomes difficult to interpret.
The safety culture session focused on the difference between safety management on paper and safety as experienced in day-to-day operations. Speakers explored the importance of leadership, psychological safety, speaking up, learning from incidents and understanding the organisational factors that shape behaviour onboard and ashore.
The afternoon session considered the role of non-technical skills in voyage planning, including communication, leadership, workload management, decision-making and human-machine interaction. Contributors discussed how digital navigation, emerging technologies and increasing volumes of data are changing the way bridge teams plan and monitor voyages.
Captain Nadeem Anwar , lead author of The Nautical Institute’s Bridge Resource Management Volume 2: Voyage Planning, told delegates that maritime education must continue to evolve so that seafarers are prepared not only to use technology, but to think, communicate and work together effectively under pressure.
The discussions reinforced a clear message: safe shipping depends not only on rules, systems and procedures, but on competent people working within organisations that support good judgement, communication and learning.
The Nautical Institute said the conference underlined the need for the industry to continue investing in professional development, human-centred design, safety culture and practical guidance that reflects the realities of maritime operations.
7. Safety guidelines
The Maritime Technologies Forum (MTF) recently announced the publication of new guidelines to support companies in developing new Safety Management Systems (SMS) and strengthening existing SMS for ships using methanol as fuel.
As the maritime industry accelerates its decarbonisation efforts, low-carbon methanol has emerged as one of the most scalable alternative fuel options. Its liquid state under ambient conditions, compatibility with existing fuel infrastructure, and increasing industry adoption make methanol an attractive near-term solution. However, its toxicity, low flashpoint and invisible vapour and flame characteristics introduce new safety challenges for the maritime industry that require enhanced procedural controls and risk management measures for safe operations.
Developed collaboratively by MTF members and industry stakeholders with expertise in methanol fuel technologies and the International Safety Management (ISM) Code, the guidelines provide methanol-specific recommendations across all functional areas of an SMS.
Recognising that methanol as a marine fuel remains at an early stage of adoption, the guidelines place particular emphasis on risk-based decision-making, continuous improvement and organisational agility. The guidelines emphasise the importance of learning from hazardous occurrences, near-misses and accidents involving methanol fuel.
The report also highlights the importance of developing versatile SMS frameworks capable of supporting mixed-fuel operations during the transition period, where both conventional fuels and methanol may be carried and used onboard.
Human factors are identified as a critical element in ensuring safe methanol operations. The guidelines recommend that companies assess competency, training, familiarisation and resource requirements based on individual roles and responsibilities.
By providing clear, practical recommendations aligned with the ISM Code, the new MTF guidelines aim to support the safe and effective adoption of methanol as fuel while enabling the maritime industry’s transition towards lower-carbon shipping.
Nick Brown, CEO of Lloyd’s Register, said, “While IMO regulatory discussions continue, many ship owners and operators are already moving ahead with alternative fuel retrofits and newbuilds. For those choosing methanol, these guidelines provide practical recommendations to ensure safety management systems appropriately reflect its characteristics as a fuel.”
Capt. M. Segar, Chief Marine Officer / Senior Advisor, Maritime and Port Authority of Singapore, said, “We appreciate the collective efforts of industry and MTF members to bring together practical experience and regulatory perspectives in support of the safe adoption of methanol as a marine fuel. It serves as a practical reference for companies developing or strengthening their Safety Management Systems for ships using methanol as fuel.”
8. Shipping hubs
Shanghai has officially become the world’s second-most prominent shipping hub, according to the 2026 rankings in the Xinhua-Baltic International Shipping Centre Development Index (ISCDI) Report, published in collaboration between Baltic Exchange and Xinhua News Agency.
Singapore has remained the world’s leading international shipping centre for the thirteenth consecutive year, achieving a score of 99.32 out of 100. Its position at the top reflects its strategic location and established maritime services spanning finance, insurance and legal expertise, as well as its importance to alternative fuel development and technological innovation.
After years of steadily closing the gap, Shanghai (with a score of 84.27) overtook London (81.80) to become second in the 2026 index. London ranked third in this year’s index, followed by Hong Kong in fourth with 80.87 and Dubai in fifth with 77.13. All three shipping centres have remained in the top five alongside Singapore and Shanghai for nine consecutive years, underscoring the stability of the world’s leading global maritime centres.
Ningbo-Zhoushan rose one place to reach sixth with a score of 71.09 while Rotterdam fell one place with a score 70.22. Meanwhile, New York/New Jersey rose two places to eighth with a score of 69.50, overtaking Athens/Piraeus (68.76) and Hamburg (67.36) who both remain in the top 10.
Shanghai’s rise coincides with strengthened performance across China’s major shipping centres. Alongside Ningbo-Zhoushan, Guangzhou, Qingdao and Tianjin also recorded improved positions compared with last year, reflecting China’s growing maritime connectivity and service capabilities.
While no new maritime centres enter the top 20 this year, movement within the ranking highlights that, although established centres remain stable, competition among them is becoming increasingly dynamic.
The ISCDI report evaluates 43 international shipping centres using a comprehensive framework covering port performance, professional maritime services and the wider business environment. Indicators include cargo throughput, crane numbers, container berth length and port draught, alongside shipbroking, ship management, ship finance, insurance and legal services. The index also considers customs efficiency, digital government services and logistics performance.
Mark Jackson, Chief Executive of Baltic Exchange, said, “This year’s Xinhua-Baltic International Shipping Centre Development Index Report is a reflection of the growth and importance of our global shipping hubs amid a continuing period of volatility in shipping markets. On behalf of Baltic Exchange, I would like to recognise all international maritime centres that keep our global trade moving and shipping sailing in the right direction.”
Cao Zhanzhong, Head of Xinhua Index Research Institute of China Economic Information Service, added, “Our long-term research shows that competition among international shipping centres has evolved beyond port scale and route networks to encompass broader capabilities in green transition, digital innovation, maritime governance and global resource allocation. As the global trading system undergoes profound transformation and a new wave of technological revolution gathers pace, the international shipping industry is entering a new phase of development, bringing fresh opportunities while also facing increasingly complex challenges.”
9. Seafarers’ appeal
The Mission to Seafarers Singapore (MtSS) has launched a Centenary Appeal, a fundraising drive calling on shipping companies, maritime organisations, churches and individuals to help secure the future of its vital welfare services and marks 100 years of supporting seafarers passing through one of the world’s busiest ports.
Established in 1926 through a gift from the widow of a harbour pilot that funded the Mission’s first chaplain, MtSS has grown from a single-chaplain operation into a year-round network of ship visits, port-based drop-in centres, transport and emergency welfare support. The charity has weathered closure during the Second World War, relocations, and decades of change in the shipping industry, remaining a constant presence for seafarers arriving in Singapore.
Today, Singapore sees more than 140,000 vessels pass through its waters each year, bringing millions of seafarers within reach of the Mission’s support. Yet, despite this number, MtSS currently reaches around 20,000 seafarers a year and requires approximately S$950,000 a year to sustain and expand its services. Funds raised through the Centenary Appeal will help to close that gap and maintain ship visiting, anchorage outreach, transport services and centre operations, with additional funding urgently required to meet growing demand in areas such as Tuas and to develop Singapore as a Key Welfare Hub for the region.
Lars Kastrup, Chairman of the MtSS Management Committee and CEO of Pacific International Lines, said: Reaching our centenary is a proud moment for everyone who has supported this mission over the past 100 years, but it is also a reminder of the responsibility we carry today. Singapore’s seafarers keep global trade moving, often at real personal cost, and it is our duty to make sure they are not forgotten. I would encourage the wider maritime community here to join us in supporting this Appeal, so we can keep our services running and grow to meet the need.”
Jan Webber, Director of Development, who attended the celebrations, said: “A century ago, our work here began with one chaplain and a simple promise: that no seafarer arriving in Singapore would be forgotten. That promise still guides everything we do, from ship visits to our drop-in centres. But the need has grown faster than our resources, and only a fraction of the seafarers who pass through our port currently benefit from our care. The Centenary Appeal is about making sure we can be there for the next seafarer who needs us, and the one after that as the next century evolves.”
Lars Kastrup took over as Chairman of the MtSS Management Committee from Professor Captain Frederick Francis, who himself succeeded Captain Robert Walker, Executive Director of ASP Ships Group, in the role.
As MtSS enters its second century, the Centenary Appeal aims to ensure that seafarers arriving in Singapore continue to find practical assistance, compassionate support and a welcoming place ashore for generations to come.
10. Korean corridor
Korean Register(KR) is collaborating with HD Hyundai Heavy Industries (HHI) to establish a domestic operating environment for ammonia-fuelled vessels under the Ministry of Oceans and Fisheries’ “Green Shipping Corridor Construction Support Project”. The initiative supports the development of ammonia as one of the most promising next-generation marine fuels.
HHI recently conducted a sea trial of Korea’s first ammonia dual-fuel propulsion vessel. The trial generated operational data on the vessel’s fuel supply system and engine, which will provide a valuable technical foundation for KR’s future development of domestic guidelines for environmentally friendly vessel operations and supporting wider maritime decarbonisation efforts.
A spokesperson for HD Hyundai said, “Drawing on our group’s R&D capabilities and on-site technical expertise, we have made meaningful progress in advancing the application of ammonia as a marine fuel. We expect this to help enhance a sustainable maritime ecosystem while strengthening the competitiveness of Korea’s shipbuilding industry.”
Kim Daeheon, Executive Vice President of KR’s R&D Division, added, “The close collaboration between KR and HD Hyundai has enabled us to build the technical foundation for introducing ammonia-fueled vessels in Korea. We will continue to drive national projects forward together with HD Hyundai and establish technical standards befitting the era of Green Shipping Corridors.”
11. Astonishing year
Maritime Strategies International reports 177 VLCCs totalling 54.5m dwt ordered during the first half of 2026, with the VLCC order book-to-fleet ratio at around 35% as of June, up from just 2% in 2023.
Even if no further orders had been placed in H2, the H1 2026 figure would still be the highest year for VLCC ordering in history, far exceeding the second highest of 32.6m dwt contracted in 2006.
For the tanker market as a whole, as a result of the surge in large crude carrier ordering, total tanker contracting had already approached 80m dwt at the end of June, exceeding MSI’s previous full-year assumption.The previous peak in VLCC contracting was seen in 2006, when 32.6m dwt was ordered, and the orderbook-to-fleet ratio stood at around 38. However, the global VLCC fleet at that time was only around half today’s size.
Around 83% of the vessels ordered in H1 2026 are slated for delivery in 2028 and 2029. VLCC contracting in H1 has more than doubled scheduled deliveries for 2028, placing significant pressure on future market balances.
“2026 has been an astonishing year for tanker contracting already, with Western owners accounting for around half of VLCC orders placed during H1 2026, largely comprising of Greek owners, and Asian buyers accounting for about a quarter of orders,” said analyst Jialin Xu:. “The five largest VLCC orders were all placed at Chinese shipyards and overall, around 89% of contracts signed during the first half of the year went to Chinese builders. Hengli Shipbuilding emerged as the dominant player, securing 55% of the country’s H1 orders, with Jiangsu New Hantong and Dalian Shipbuilding Industry Co following with 14% and 11% respectively.”
12. Plastic footprint
The Maritime Association for Clean Seas (MACS) has published a series of practical guides to enable the commercial shipping sector to implement sustainable plastic procurement in vessel operations.
The guides are designed to support shipping companies, suppliers and other industry players with a more consistent, practical and evidence-led approach to plastic usage through sustainable procurement in line with IMO goals to curb marine plastic pollution.
“Reducing the plastic footprint of shipping is critical but there are significant barriers to overcome. These guides provide the industry with a clear framework for collaborative action to make real progress in this direction,” said Oliver Kade, Director of MACS.
The publications are the outcome of MACS’ Sustainable Plastic Procurement Working Group, which brought together maritime stakeholders to explore how shipping companies can reduce unnecessary plastic use, improve procurement decisions, and send clearer signals to suppliers across the maritime value chain.
The three practical guides are open for public consultation from 16 July to 16 August 2026, giving industry stakeholders, suppliers, associations, and subject-matter experts the opportunity to provide feedback before final versions are confirmed.
MACS is inviting maritime companies, suppliers, ports, caterers, logistics providers, industry bodies, and sustainability professionals to review the guidance and contribute to the consultation process.
The report and practical guides are available at http://macs.earth/resources.
13. Evolving assets
Assets may evolve but the remedies remain a constant say Brian Perrott and Lee Forsyth in the latest edition of HFW’s London Calling newsletter..
The claimant purchased Bitcoin through an online platform known as EuropeFX, which subsequently ceased operating and the claimant was unable to recover his Bitcoin.
The claimant was later approached by a fraudster that convinced him that he could recover his lost bitcoin, subject to the fraudster creating a new LedgerLock wallet and the claimant making further bitcoin payments to the wallet. The claimant transferred c. Euros 2.6m to the LedgerLock wallet and was then unable to obtain access.
The claimant instructed forensic investigators who were able to trace 100% of the bitcoin transactions to infrastructure associated with the HTX cryptocurrency exchange (owned by Huobi), despite the fact that the fraudster had used pooling transactions in which funds from multiple wallets are combined before being transferred onwards, to obscure the origin.
The claimant sought a worldwide freezing order against the unknown person who stole the Bitcoin and for a disclosure order against Huobi.
The court considered that the requirements for a freezing order had been satisfied, recognising that at least for the purposes of interim applications, there is a good arguable case that crypto assets are to be treated as assets to which property rights can attach. The court considered there to be compelling grounds for injuncting the fraudster to prevent him from disposing of the claimant’s stolen assets.
The court also considered that it should grant a disclosure order against Huobi pursuant to the jurisdiction established in the “Bankers Trust” case, which empowers the court to make an order requiring a third party to provide information about a claimant’s property or other assets. Among other things, it must be shown that there are good grounds to show that money/assets about which information is sought belonged to the claimant and there must be a real prospect that the information sought will lead to the location or preservation of such assets. The court considered that the relevant criteria were satisfied.
The writers say the judgment is welcome and highlights the willingness of the English court to grant relief in respect of crypto assets.
See Stephen Wilden v. Person Unknown and Huobi Global S.A. [2026] EWHC 1355 (KB)
14. Corrosion risks
Bulk carriers carrying elemental sulphur cargoes in the Strait of Hormuz are at significant risk of accelerated structural corrosion, with some vessels having remained at anchorage for more than three times the standard cargo protection period, marine consultancy Brookes Bell has warned.
Arron Jackaman, Director of Non-Destructive Testing at Brookes Bell, has urged shipowners, P&I clubs, and hull and machinery insurers to assess the condition of affected dry bulk carriers as soon as possible in order to avoid potential damage and financial loss.
The risk stems from the limited working life of the protective treatment applied to cargo holds before loading, and how far that protection might have already been exceeded on vessels delayed in the Strait.
Elemental sulphur is loaded into bulk carrier holds prepared with a limewash hold block coating, designed to act as a barrier between the cargo and the vessel’s steel structure. Once loaded, the cargo is dampened with a water mist to provide protection for approximately 20 days, after which the steel is exposed.
Once moisture and sulphur come into contact with unprotected steel, an acidic environment can develop, promoting the formation of iron sulphide corrosion products and driving rapid, localised pitting corrosion at rates far exceeding normal seawater exposure.
With some vessels in the Strait of Hormuz having remained at anchorage for upwards of 60 days, Jackaman noted that this protection period has been significantly exceeded and has warned about the risk of further damage to bulk carriers stuck in the region.
“The hold block for carrying sulphur cargoes has a standard working life of around 20 days. Where vessels have been at anchorage for two months or more, that protection has long since been exhausted. The corrosion that can develop once exposed steel is subjected to prolonged contact with sulphur and moisture is orders of magnitude more aggressive than normal seawater exposure,” said Jackaman.
Brookes Bell noted that it has been investigating sulphur cargo claims for vessels that had managed to exit the Strait of Hormuz since February. It noted that it has documented pitting depths in unprotected steel of up to 5 mm forming in approximately 50 days, with some cases even recording wastage of up to 7 mm. The standard corrosion rate in a seawater environment is 0.2 mm per year.
“Sulphur corrosion often appears visually more severe than it actually is. Localised pitting tends to concentrate at points where grab discharge equipment has broken the coating barrier, and on cargo hold tank top plating, which is left uncoated by design. Without correct measurements and quantitative assessment, there is a significant risk that steel within class limits is condemned unnecessarily,” Jackaman explained.
Under Common Structural Rules, bulk carrier cargo hold structures such as tank top plating, bulkhead stools and sloping hopper plating incorporate a sacrificial corrosion allowance of 5.5mm. Visual assessment alone does not account for this margin, and Jackaman has warned that claims based on visual severity routinely overstate the repair strategy and structural renewal that is required.
“Wholesale steel renewal can cost around 10 times more than targeted localised repair. If the extent of repair is being decided on the basis of what the damage looks like rather than what the measurements show, then owners, charterers, and their insurers can end up paying significantly more than the structural condition requires,” said Jackaman.
Brookes Bell has also highlighted crew safety as a consideration, noting that appropriate atmospheric testing, risk assessment and confined space entry procedures must be in place before personnel enter affected cargo holds and adjacent tank spaces.
“Early engagement is critical. The strongest evidence is usually obtained before cargo residues are fully removed, surfaces are cleaned, or repair decisions have already been made. Brookes Bell’s involvement from the point at which damage is first identified gives clients the best opportunity to measure the true extent of corrosion, challenge unnecessary steel renewal and the strongest basis for ensuring repair costs are fair, proportionate, and defensible,” Jackaman added.
15. Bulk carrier safety
Bulk carrier safety continues to show steady long-term improvement, but the nature of risk facing seafarers is becoming more complex and multi-layered.
INTERCARGO’s Bulk Carrier Casualty Report 2026 covers the ten-year period from 2016 to 2025. Over that period, the global bulk carrier fleet grew from around 10,400 vessels in 2013 to 13,669 by December 2025. Against that backdrop of significant expansion, 17 bulk carriers of 10,000 dwt or above were lost, representing 1.63 million dwt in total, with 71 seafarer lives lost. The rolling ten-year average of annual losses has fallen consistently throughout the period.
This progress reflects sustained improvements across the industry, including enhanced ship design, improved crew training, operational experience and strengthened regulatory compliance. However, the findings also underline that while traditional accidents are declining, persistent and emerging risks remain, requiring continued vigilance and collaboration across the sector.
While overall losses have declined, the causes of the most serious incidents remain consistent:
• Cargo liquefaction remains the leading cause of loss of life, accounting for 37 fatalities (over 50% of the total). The concentration is stark: vessels in the 50,000–59,999 dwt range account for just four of the 17 losses but 52.1% of all lives lost, reflecting the particular danger of nickel ore and similar high-risk cargoes on these routes.
• Groundings remain the primary cause of vessel losses, responsible for 41.1% of cases. Losses are concentrated in vessels aged 15–19 years, underlining the importance of navigational discipline and passage planning as ships age.
• Flooding incidents, though fewer in number, account for nearly half of all lives lost.
These figures underline the importance of practical implementation of existing safety frameworks, particularly the IMSBC Code.
INTERCARGO and its members continue to work closely with stakeholders to strengthen:
• Cargo declaration and testing procedures
• Enforcement by flag and port States
• Training for ship and shore personnel
• The practical implementation of the IMSBC Code, including more prescriptive requirements on moisture testing, sampling procedures and shipper declarations of cargo properties
• Transparency and timeliness of casualty investigations, to ensure lessons are learned and shared more effectively.
In parallel with operational safety, the report acknowledges the increasing complexity of the global operating environment.
Between 2024 and 2025, five bulk carrier casualties in the Red Sea and Gulf of Aden were linked to missile, drone and un-crewed vessel attacks, resulting in fatalities and injuries. These incidents are recorded separately from the statistical analysis but reflect a wider challenge facing international shipping.
INTERCARGO reiterates its strong support for the principle of freedom of navigation and the need to protect seafarers working in high-risk regions.
Since this report’s data period closed, the industry has been reminded once again of the human cost of cargo risk. In early 2026, the MV Devon Bay was lost while carrying nickel ore, with two seafarers losing their lives and four remaining missing. The incident falls outside the ten-year analysis but precisely reinforces the priorities this report identifies.
Commenting on the report, John Xylas, Chairman of INTERCARGO, said, “The steady reduction in bulk carrier losses over the past decades reflects the industry’s continuous efforts to improve safety. Behind these numbers are real lives, and every incident reinforces the importance of learning and acting together.
“The risk environment is no longer defined by traditional operational challenges alone. INTERCARGO will continue to work with its members and partners to turn insight into action, so that improvements in safety are accelerated.”
With global dry bulk trade continuing to grow, INTERCARGO emphasises that maintaining and improving safety standards requires ongoing collaboration between all stakeholders, including shipowners, charterers, shippers, ports and regulators.
The continued decline in vessel losses demonstrates that industry efforts are making a difference. At the same time, recent incidents serve as a reminder that progress must be sustained. INTERCARGO’s casualty analysis directly informs its broader programme of technical guidance and operational standards development for the dry bulk sector, most recently exemplified by its newly published Ship to Ship Transfer Guidelines for Bulk Carriers.
16. Barometer report
The ICS Maritime Barometer report 2025-2026 produced by the International Chamber of Shipping with Intent Communications contains insights gained from five years of data and reveals significant shifts in industry sentiment, largely driven by unprecedented global instability. Geopolitics and political instability, cyber attacks and regulations are the highest risks on the minds of maritime executives, while regulations, public funding and market-based measures were the leading impact factors on operations.
Namrata Nadkarni, CEO of Intent Communications, says: “The Maritime Barometer is a data-driven tool for the industry to use to advocate for greater support from relevant stakeholders, including governments, financial institutions, and the general public. The year on year information about the shared touchpoints in the global maritime operating landscape outline gaps that need addressing as well as areas where action has paid off and thus attention can be refocused.
“Maritime leaders have made it clear that profound uncertainty is the permanent backdrop against which all business decisions must be made, which is a testament to our resilience, but carries a risk of slowing progress towards modernisation in favour of predictable and more established ways of operating.
“This is most evident in the insights from the fuels section, as the market appears to be swinging towards known fossil fuels, with LNG and Biofuels taking the lead as viable fuels for the next decade, followed by HFO. All three fuels are what I would largely consider traditional fuels, and a focus on these for the next decade could mean that emerging low-carbon fuels may not be able to increase their market share in a meaningful way to achieve 2050 emission reduction targets.”
To read the whole report, please visit the ICS website: https://www.ics-shipping.org/resource/ics-maritime-barometer-report-2025-2026/
17. Ballast water compliance
Charlène Ceresola, BWT Project Manager at the BIO-UV Group has written an article discussing compliance with the Ballast Water management convention.
“When the IMO Ballast Water Management Convention entered into force, there was optimism that installing a certified treatment system would be enough to eliminate the transfer of invasive marine species. Today, with the vast majority of the global fleet fitted with ballast water treatment systems, it is becoming increasingly clear that the real challenge lies not in certification but in day-to-day operation,” she says.
“It is important to understand that certification itself is not the problem. All IMO-approved treatment systems have undergone rigorous land-based and shipboard testing under controlled conditions. And when operated correctly and within their approved parameters, they are entirely capable of meeting regulatory standards.
“The difficulties arise because port state control assessments evaluate not only the treatment unit but the entire ballast water management system, including crew procedures, maintenance, system documentation, sampling methods, and the ship’s operational environment.
“Failures often come down to bypassing equipment, incorrect modes of operation, outdated or incomplete manuals, and insufficient crew familiarity with the vessel’s Ballast Water Management Plan. These are issues that fall outside the certification scope but directly affect operational performance.
“A growing contributor to non-compliance is the variability of natural water conditions in ports worldwide. Some ports present exceptionally challenging environments due to high turbidity, low salinity, or heavy sediment loads. In river ports especially, ships may avoid ballasting altogether because the intake sits at a depth where silt and debris are most concentrated. Masters report that these conditions can overload filtration stages or trigger alarms. Yet these challenges are well known and often manageable.
“Crews can adapt procedures by switching ballasting sides, delaying uptake until reaching deeper water, or performing partial ballasting before entering port.”
For the full article see the BIO-UV website.
18. Salvage statistics
The International Salvage Union recently published its annual review for last year which show some interesting statistics as far as salvage operations are concerned.
Figures for last year showed a substantial fall in gross income – down by 53 per cent. According to the report this is due to a significant drop in wreck removal – both in terms of activity and income.
“In a typical year, wreck removal income and emergency response income are approximately equal for ISU members. But in 2025, wreck removal income was US$ 46 million from 18 services compared with US$ 205 million the previous year. Emergency response services generated US$ 144 million split between LOF at US$ 50 million and other contracts at US$ 93 million.”
According to the ISU, “the number of services provided is generally down but it is the great drop in wreck removal income that has dramatically reduced overall income levels. The salvage industry can have significant variability year-on-year but a drop of more than 50% will have a major impact on ISU members.”
The variability makes it hard to plan, and reduced income will affect investment decisions, the ISU says. “The 2025 ISU statistics show 18 LOF cases for ISU members – only just above the historic low of 16 LOFs in 2023. LOF income in 2025 was an average of 7 per cent of the salved value for each case. SCOPIC income was US$ 1.2 million which is historically low. Revenue in 2025 from operations conducted under contracts other than LOF was US$ 93 million. The average revenue from each non-LOF contract was US$ 720,000.”
Notices and Miscellany
North Standard
NorthStandard has appointed Jonathan Oak as Senior War Underwriter, further strengthening its Hull & War team as geopolitical developments continue to reshape the risk landscape for global shipping.
Oak joins from the UK War Risks Club and brings extensive experience in war risks underwriting, including advising shipowners operating in complex and rapidly evolving threat environments. He will report to James Sutton, Head of Hull & War at NorthStandard.
Shipping and the environment
The sixth edition of Shipping and the Environment, a guide to environmental compliance, is now available from the International Chamber of Shipping. For details see the Chamber website.
India Maritime
India’s maritime ambitions are reshaping the global shipping landscape. Join Drewry in a webinar session on Tuesday 21 July which will explore how policy reforms, maritime financing, fleet expansion, shipbuilding incentives and international partnerships are accelerating India’s journey towards becoming a top-five global shipbuilding nation by 2047. For details see the Drewry website.
Safety and assurance
The Nautical Institute Academy has launched a Safety and Assurance Month initiative to support maritime professionals in strengthening their competence across risk management, safety assurance, operational assessment and incident investigation. For details see the Institute website.
Regional teams
The International Maritime Organization has announced the full team of Regional Coordinators who will lead its seven Regional Presence Offices (RPOs), providing targeted technical support to Member States across the globe.
Regional Presence Offices ensure that IMO support responds directly to the needs and priorities of countries in different regions, while aligning with wider strategic goals of the organization. This includes tailored support for Least Developed Countries (LDCs) and Small Island Developing States (SIDS).
The seven regions covered include: the Caribbean; East Asia; Eastern and Southern Africa; Middle East and North Africa; the Pacific; West and Central Africa (Anglophone); and West and Central Africa (Francophone).
As part of a major update to IMO’s approach to technical cooperation, Regional Coordinators will now oversee and coordinate IMO activities in their respective regions, across 11 thematic areas ranging from marine environment and ocean governance to maritime safety and security.
IMO Secretary-General Arsenio Dominguez welcomed the team, stating: “Regional Presence Offices are no longer simply outposts of the Organization; they are the face of IMO in the field and the bridge between our global priorities and the realities of our Member States.”
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
A nervous attendant on a cross-country flight announced: “I don’t know how this happened, but we have 103 passengers aboard and only 40 dinners.”
When the passengers’ muttering had died down, she continued,
“Anyone who is kind enough to give up his meal so someone else can eat will receive free drinks for the length of the flight.”
Her next announcement came an hour later.
“If anyone wants to change his mind, we still have 29 dinners available!”
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