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IN THIS ISSUE
1. Dangers of distraction
2. Bessent moves
3. UK Club appointment
4. Workflow checklist
5. Net zero framework
6. Fuel quality
7. Tihamah attack
8. Arbitration centre
9. IR rules
10. Direction of travel
11. Chronic strain
12. Video evidence
13. Pilot transfer advice
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Dangers of distraction
By Michael Grey
Without delving too deep into any debates about gender, some of us are better than others at “multi-tasking”. But the arrival of hand-held, portable communication devices has led to us all, at some time, communicating, when our attention should have been upon something more urgent. It is why many governments now ban the use of mobile phones while driving a road vehicle; a thoroughly sensible idea until you wake up to the fact the daft digitisers in automotive design have inflicted touchscreens to further distract drivers from their main task of staying on the road.
In a maritime context, the potential distraction of mobile devices aboard ship has been a matter of debate, practically from the day they first went to sea. The list of casualties where such distraction has been a contributor, if not the sole cause, has lengthened over the years and still features in reports. Just last week there came a US National Transportation Safety Board report into a fatal collision in a US river, where a bulk carrier ran down a towboat causing the death of a crew member.
In this particular case, the pilot of the large ship had been engaged in an extensive nonwork-related conversation with a colleague over his phone, while simultaneously uttering helm orders. The bridge team were heavily criticised for tolerating this behaviour, although they seemed to lack the necessary confidence to ask the pilot to be more attentive to his duties. You do not need much of a memory to recall the vastly expensive grounding of a containership in another US port with precisely the same root cause, just a couple of years ago, so this message did not universally register.
Distraction is surely well recognised by now as a regular but mostly preventable cause of marine accidents, some of them bordering on the comical, such as the recordings of a master giving his agent ashore a piece of his mind, as his second officer sought unsuccessfully to alert him to the fact that he was conning his chemical tanker onto a sandbank. It is not always communication that is the problem; well informed officers will treasure the report of the OOW carefully scrolling down the arrival checklist as the vessel prematurely arrived at the berth. The saga of the garbage reporting form that was indirectly responsible for the cruise ship clouting a box-boat will live for ever in the archives. But lives have been lost, vast environmental harm has been caused and careers blighted by distraction, so we maybe should not joke about these things.
Distraction comes in many forms, but one fundamental is that too few people are trying to do too many things at the same time. It is welcome that at long last, the classification societies are trying to get some order into the proliferation of alarms from equipment, that drives people crazy at their particular coal face. If they succeed, it will be a blessed relief.
Is it sensible to institute bans on the use of mobile phones, as some operators have done, as a means of reducing the risk of distraction? The current Nautical Institute Seaways magazine has an excellent discourse on the subject where the author, Captain James Foong FNI suggests that the issue “is not the device, but the discipline”. It is a wide-ranging article, noting that distraction comes in manifold forms, from the more familiar problem on a busy bridge or engine control room, to somebody pre-occupied with their device walking into hazards on deck from falling objects or swinging loads.”In a high-risk situation,” Captain Foong points out, “divided attention can kill”.
But he also emphasises how many are the “business cases” for the use of the mobile phone, which convert the device from a convenience into an essential tool for all manner of functions. Sharing photographs of equipment, recording incidents, and in so many other ways, the phone has become invaluable. The phone, he notes “is an essential modern tool; a camera, notebook, calculator, torch, translator, communication device, evidence recorder and personal safety aid”. Discipline in its use needs to be enforced, and who could disagree with this commonsense approach.
Michael Grey is former editor of Lloyd’s List.
2. Bessent moves
US Treasury Secretary Scott Bessent’s three coordinated moves signal Washington is worried about something bigger than yields, according to the CEO of one of the world’s largest independent financial advisory organisations.
Nigel Green of deVere Group’s comments come as Treasury Secretary Scott Bessent has taken three distinct actions within a single week that traders and strategists increasingly read as a coordinated response to a bond market under real strain.
The 30-year Treasury yield climbed above 5.2% following the Federal Reserve’s July 29 meeting, its highest level since 2007 while the 10-year yield pushed to levels last seen in January 2025. Bessent first orchestrated the first US currency intervention to support the yen since 1998, reducing the risk that Japan would need to sell US government bonds to fund its own currency defense.
He then introduced a subtle shift in Treasury’s quarterly debt guidance that markets interpreted as opening the door to reduced long-bond issuance, and has since publicly defended Fed Chair Kevin Warsh’s communication approach following a meeting that initially unsettled bond markets further.
“Three separate actions from the same official within one week signals something deliberate,” Nigel Green explains. “Treasury is showing it sees the long end of the yield curve as a genuine problem, not a passing market mood.”
The yen intervention, the first of its kind since 1998, stands out as the clearest of the three moves.”Stepping into currency markets for the first time in nearly three decades tells you Washington was genuinely worried about a scenario where Japan sells Treasuries to defend the yen,” says the deVere CEO.”This was a pre-emptive move, aimed squarely at protecting demand for US government debt.”
The shift in auction guidance was subtler, but markets picked up on it immediately. “A subtle change to auction guidance rarely gets this much attention unless the market is already primed to read intent into every signal Treasury sends,” Nigel Green says .”Investors interpreting it as a door opening toward reduced long-bond supply are almost certainly reading it correctly.”
Bessent’s public defense of Warsh’s communication style ties the three moves together.”Bessent putting his own credibility behind the Fed chair’s communication strategy is notable, given that strategy is partly what unsettled yields in the first place.It suggests Treasury and the Fed are coordinating more closely than markets currently appreciate, and that coordination itself is a signal worth taking seriously.”
Behind all three moves sits a fiscal backdrop that leaves little room to manoeuvre.”Annual budget deficits approaching $2 trillion mean an ever-growing supply of new debt hitting the market at exactly the moment inflation concerns are pushing yields higher independently,” notes Nigel Green.
“This combination is genuinely difficult to manage, and investors should not assume Treasury has unlimited tools left to address it.. Investors positioned for yields to keep climbing toward 6% are the most exposed here, because reduced long-bond supply without reduced demand pushes prices up and yields down, the opposite of what that bet assumes,” Nigel Green says.
“The same applies to anyone running dollar-long, yen-short carry trades, since the intervention and the Fed facility Bessent flagged directly target continued yen weakness. Financial stocks priced for a steeper yield curve carry similar risk if these moves flatten it instead.”
A recent Bank of America survey suggests professional investors are already expecting the pressure to intensify. “A recent Bank of America survey found most global fund managers expect 30-year yields to reach 6%,” he says. “When professional investors are pricing in a move of that scale, coordinated intervention from Treasury becomes far more understandable, and far more urgent.
“Foreign holders of Japanese government bonds who positioned around Japan being forced to sell Treasuries to defend the yen lose that thesis entirely once a swap-line facility removes the need for forced selling,” he comments. “The pattern across all of these is the same. Anyone whose position depends on Washington staying passive while yields climb is exposed, because the entire point of what Bessent has done this week is to prove he will not stay passive.”
Nigel Green concludes: “For months, all the attention has gone to what the Federal Reserve might do next. Right now, Treasury may be the more important actor to watch. Bessent has shown, in a single week, that he’s willing to use currency policy, debt issuance guidance, and public messaging all at once.Investors underestimating how far he’s prepared to go are, perhaps, the ones most likely to be caught out.”
3. UK Club appointment
The UK P&I Club has announced the appointment of Jeong-Sook Kim as Senior Underwriting Director, with initial responsibility for the Korean market. Based in the Clubs London office, Kim will work closely with William Beveridge, Chief Underwriting Officer, and the wider Asia-Pacific leadership team. In her role, she will help shape and deliver the Club’s underwriting strategy while strengthening its presence, reputation and Membership base in the Korean market.
Kim joined the Club this month. An Associate of the Chartered Insurance Institute and a qualified lawyer, Kim brings more than 30 years of experience spanning broking, underwriting and legal practice across Asia, including Korea, Japan and Vietnam. She has expertise in P&I and FD&D insurance, longstanding relationships with Members and brokers, and a proven track record of developing and servicing business across both the Korean and wider Asian markets.
Having held senior positions within the P&I market and most recently worked with Campbell Johnston Clark’s specialist shipping team as Senior Associate, Ms. Kim offers a distinctive combination of market expertise, commercial judgement and legal insight. Her broad experience will further enhance the Club’s ability to support Members and brokers.
William Beveridge, Chief Underwriting Officer, UK P&I Club, said: “The UK P&I Club is delighted to welcome Ms. Jeong-Sook Kim as Senior Underwriting Director. Her appointment reflects our long-term commitment to the Korean market and underlines the strategic importance of Korea within the UK Club’s Asia-Pacific growth plans. Her experience across both the Korean and international shipping markets, coupled with the strong relationships she has built throughout her career, will be invaluable as we continue to strengthen our presence in the region and particularly Korea.”
4. Workflow checklist
NAPA, the global provider of maritime software and data services, has launched NAPA Checklist, a new product that replaces paper and static PDF checklists with a guided digital workflow. Co-developed and launched with HX Expeditions, NAPA Checklist is now being rolled out across the operator’s expedition cruise ship fleet in some of the most demanding and remote waters in the world. Three further operators are already actively using NAPA Checklist, one of which has run the product on board for over a year and another of which has rolled it out across almost its entire fleet.
NAPA Checklist walks crew through each procedure in the correct order, records every action automatically with a timestamp and the name of the person who completed it. Completed tasks feed directly to NAPA Logbook, eliminating duplicate data entry. Through NAPA Fleet Intelligence, shore teams can build and publish updated checklist templates to one vessel or the entire fleet in minutes and monitor completion status across all vessels in real time.
In 2024, total ship losses fell to a record low, down approximately 75% over the decade, while reported incidents rose roughly 10% to 3,310 (Allianz). The human element is present in 78.8% of investigated casualties, and almost half, 43.6%, of the corrective actions relate to procedures: a step missed, taken out of order, or signed off when it was not completed (EMSA). At the same time, more than half of seafarers (54%) report a heavier workload driven by the energy transition and growing regulatory demands (ISWAN). As the paperwork keeps growing but the working day stays the same, the pattern points to cognitive overload rather than human error.
NAPA Checklist is designed to address this directly. The correct, current procedure is built into every task, execution is guided, and the record is written as the work happens. Completed checklists then feed back into NAPA Logbook and shoreside NAPA Fleet Intelligence platform automatically, removing a second round of data entry. This lifts the cognitive load of remembering every compliance procedure detail and gives the crew their time and attention back.
NAPA Checklist has two components:
The NAPA Checklist App is a mobile-first application used on board, presenting each checklist as an automated and guided workflow in the correct order with the current approved procedure built in.
Then the NAPA Checklist Editor sits inside NAPA Fleet Intelligence, where shore-based safety and compliance teams create and update templates and publish them to one vessel or the entire fleet in minutes and can also monitor live shipboard data in real-time.
This ensures every ship always runs the current and approved checklists following compliance. The status (complete, in progress, overdue) is visible fleet-wide from shoreside without calling the ship. And timestamped, named records are available instantly for class and port state control inspections.
The product can be configured for mandatory checklists, required under ISM and SOLAS, as well as an operator’s own internal Safety Management System (SMS).
The distinction that NAPA draws is between digitizing and digitalizing. Putting a paper checklist on a screen changes nothing on its own. NAPA Checklist changes the work itself: it guides the crew through each step in order, carries the current procedure into the task, and records the work as it happens. That cuts duplicate admin and feeds one shared record. It is also connected, not standalone. As part of the NAPA Safety Solutions suite, alongside NAPA Stability, NAPA Emergency Computer, NAPA Logbook and NAPA Fleet Intelligence, it runs on a shared ship-to-shore data layer, from the stability model set at the shipyard through to the logbook. The result is one consistent, shore-visible record instead of another siloed system.
NAPA Checklist has been developed with officers and crew from leading cruise and expedition operators since autumn 2024, a co-development approach that NAPA attributes to strong adoption rates across every deployment to date.
Vsevolod Pashkov, Maritime Compliance Manager and CSO, HX Expeditions, commented: “Operating in remote environments requires a balance of consistency and practical flexibility. We co-developed NAPA Checklist because we wanted a tool built around how our crews actually work. We expect it to bring greater consistency and efficiency to daily operations on board, reduce duplicate admin, and improve real-time information flow between ship and shore.”
Sami Koponen, Product Owner, NAPA Checklist, said: “There is a meaningful difference between putting a form on a screen and building a guided workflow that carries the correct procedure into the task, records it as it happens, and connects to the rest of what the ship already runs on. We built NAPA Checklist with crew from the beginning, which is why adoption has been strong everywhere it has been deployed. The goal was always to reduce the load on the people doing the work, not to add another system to manage.”
Esa Henttinen, EVP Safety Solutions, NAPA, added:”The safety gains of the last decade were largely structural; better ship design, better stability, better emergency response. The data tells us the next decade is won in daily operations, where most incidents start. The human element sits behind nearly four out of five investigated casualties, and NAPA Checklist is built on a simple premise: take away the cognitive load that does not need a person and give attention back to work that does.”
5. Net zero framework
The Institute of Marine Engineering, Science and Technology (IMarEST) is urging International Maritime Organization (IMO) member states to use its latest analysis as they work towards agreement on a Net-Zero Framework (NZF) for international shipping.
Ahead of the 22nd Intersessional Working Group on GHG Emissions from Ships (ISWG-GHG 22, 1-4 September 2026), the Institute has submitted a series of papers designed to support negotiations and help delegates assess the effectiveness of the measures currently under consideration to keep maritime emissions in line with the IMO’s 2023 GHG strategy.
Among the submissions is a new analysis of the proposed MARPOL Convention amendment options currently on the table at the IMO. The work evaluates each option against the emissions reduction goals set out in the IMO’s 2023 GHG Strategy, creating a just and equitable transition and promoting shipping’s energy transition. It also examines trade-offs between environmental performance, cost impacts and revenue generation.
The key finding is that the ‘levy-based’ framework is most likely to deliver the IMO’s 2030 and 2040 emissions reduction checkpoints. This option proposes using fixed financial penalties for vessels not complying with emissions standards, and only subsidising operators using zero, or near zero, fuels and technologies.
However, the analysis also highlights that another of the options, which proposes keeping the Net-Zero framework in its current form, could offer the lowest average carbon abatement cost among the pricing-based options, provided significant increases in biofuel prices are avoided before 2038.
The analysis uses the most up-to-date modelling undertaken by University College London (UCL)’s Energy Institute Shipping and Oceans Research Group and the Rocky Mountain Institute.
Commenting on the new study, Dr Tristan Smith – the professor of energy and transport at UCL’s Energy Institute and head of the IMarEST IMO GHG delegation – said: “This is the first study to model the specifics of all four proposals side-by-side, building on the assumptions and methods used in the IMO’s own Comprehensive Impact Assessment of mid-term measures.
“As negotiations intensify ahead of MEPC 85 at the end of the year, we are hopeful our analysis will help guide IMO member states to a workable solution for the Net-Zero Framework.”
IMarEST’s work has drawn on expertise from across the maritime sector. The submissions were led by IMarEST Fellow Tristan Smith (UCL Energy Institute), with contributions from the Rocky Mountain Institute and support from the IMarEST Ship Energy and Environment Special Interest Group co-chairs Dr Thomas Beard (BMT) and Robert Farmer (Poten & Partners).
6. Fuel quality
The latest half-year report from LR’s Fuel Oil Bunker Analysis and Advisory Service (FOBAS) fuel insight series , shows fluctuating fuel quality affecting operational performance worldwide, some cases of compliant blends degrading onboard, and biofuel blends continuing to grow, without any significant quality concerns.
LR FOBAS is at the forefront of fuel testing and analysis , regularly testing maritime fuels to monitor and analyse global deviations in quality which could in turn affect vessel performance. In the latest Fuel Quality Report from the first half (H1) of 2026, FOBAS found:
Increased use of biofuel blends has not raised quality concerns
An increase of FAME (fatty acid methyl ester) and biofuels in fuel blends
Some compliant fuels that met ISO 8217 requirements also caused stability issues and other incidents.
Widespread fuel quality issues remain an issue globally, notably sulphur non-compliance, high water content, elevated sediment levels and catalytic fines. Major bunkering hubs experienced some of the most complex fuel quality challenges.
Marine Fuel testing remains one of the best ways to spot off-spec fuels, and to analyse any degradation of on-spec fuels to accurately diagnose problems for operators the world over.
See the complete fuel picture and download the latest report at FOBAS Fuel Insight: Fuel quality reports | LR here.
7. TIHAMAH attack
The Secretary-General of the International Maritime Organization (IMO), Arsenio Dominguez, issued a statement, following an incident involving a cargo ship (TIHAMAH) which was hit by a projectile off the coast of Al Mokha, Yemen. Several seafarer fatalities have been confirmed.
“It is with sadness and regret to know that, once again, innocent seafarers have lost their lives in an indefensible attack on international shipping. I offer my deepest condolences to the families of those involved.
It is particularly troublesome that the most recent attack has taken place in the Red Sea and Gulf of Aden area. I reiterate my call for shipowners and ship operators to thoroughly assess risks before transiting this and other regions and follow appropriate best management practices. Seafarers deserve to be protected and allowed to do their jobs in safety and security.
These continued attacks on shipping only serve to escalate tensions and threaten global supply chains on which everyone depends.
I also urge the immediate and unconditional release of all seafarers who continue to be held captive following piracy attacks in the Red Sea and Gulf of Aden region.
Ensuring seafarer safety is a fundamental obligation under international law and a shared responsibility of the global community.”
8. Arbitration centre
In its seventh edition, HFW’s new report,”Maritime Arbitration in Numbers: London Rebounds as Singapore and Hong Kong Maintain Momentum”, provides a comparative analysis of maritime arbitration activity in London, Singapore and Hong Kong, based on the most recent statistics from the leading maritime arbitral bodies in those jurisdictions.
The report examines whether London has strengthened its position as the leading global centre for maritime arbitration following a significant increase in new references, while also considering the continued growth and competitiveness of Asia’s leading arbitral hubs.
Since 2018, HFW has monitored and analysed maritime arbitration activity across major arbitral institutions and associations. This latest edition reviews the most recent available statistics, explores trends in maritime dispute resolution, and highlights legislative and procedural developments that may influence the future attractiveness of the world’s leading arbitration seats.
For the full story see the HFW website.
9. IR rules
Classification society Indian Register of Shipping (IRS) has launched NEURON, a smart digital platform that provides fast and intuitive access to IRClass Rules, Classification Notes, Guidelines and other technical publications.
Designed as a modern knowledge platform, NEURON enables maritime professionals to quickly locate technical and regulatory information, reducing the time spent navigating multiple documents while supporting ship design, construction, survey, operations and compliance.
The platform serves a wide range of stakeholders, including shipowners, operators, shipyards, naval architects, design firms, equipment manufacturers, consultants, surveyors, regulators and academia. By bringing IRClass’ technical publications into a unified, searchable digital environment, NEURON enhances knowledge accessibility and supports informed engineering and operational decision-making.
Commenting on the launch, HV Ramesh, Head – Technical, Indian Register of Shipping, said: “NEURON provides our stakeholders with a smart, user-friendly platform to access IRClass publications efficiently, improving productivity and supporting better technical decisions. The launch reflects our commitment to innovation and customer-centric digital solutions.”
NEURON is part of IRClass’ broader digital transformation strategy to deliver technology-enabled services and enhance stakeholder experience. The platform reinforces IRClass’ commitment to making technical knowledge more accessible while supporting a safer, smarter and more efficient maritime industry.
Maritime professionals can access the platform through the dedicated NEURON portal at https://neuron.irclass.org.
10. Direction of travel
In his latest edition of London Calling entitled Direction of Travel, HFW partner Brian Perrott gives his views of the maritime legal scene with comments below.
“Those that know me well know that I have an avid appetite for case law, in particular Supreme Court case law. I am often looking for trends or a clear direction of travel.
“It is possible to draw a number of themes that are emerging again and again.
“The first is that the parties to any contract are really”masters of their contractual destiny”. The words chosen (or not) and the risks allocated (or not) will almost always dictate the contractual answer. Say it or (potentially) lose it!
“Other themes are also emerging. Clear words are required to”take away” contractual rights but the opposite is not always true; clear words are not necessarily required when granting or giving contractual rights or remedies.
“One area where there is still room for debate is good faith: can it or does it ever fetter a party’s right to terminate a contract and is it really good faith in operation?
“More another time…
“I often give a short presentation on “The Dollar Value of Words and Punctuation”. If interested, do contact me.”
11. Chronic strain
Overall seafarer happiness has fallen to 6.87 out of 10 in the second quarter of 2026, down from 7.18 in Q1, according to the latest Seafarers Happiness Index (SHI) published by The Mission to Seafarers.
The decline confirms that the hoped-for recovery after a challenging start to the year has failed to take hold, marking what the report calls a transition”from acute shock to chronic strain.”
Whilst the first quarter of 2026 was defined by the sudden shock of conflict in the Persian Gulf, the second quarter shows those pressures settling into the everyday baseline of life at sea. It is the daily norms – i.e. limited shore leave, excessive workloads and stagnant real-wage buying power – that are steadily eroding crew morale.
Sadly, shore leave scores fell to 5.72, the lowest by a significant margin, with time ashore increasingly sacrificed to intense schedules, short port stays, and restrictions on port and terminal access. Workload management scored 6.20, amid a relentless cycle of six-on, six-off watchkeeping, rapid turnarounds, heavy paperwork and inspections, with rest hours, most alarmingly, recorded”just for authorities and filing.”
Nevertheless, the report firmly rejects a narrative of pure negativity. The strongest categories were crew interactions at 7.49 and connectivity at 7.46, showing that seafarers continue to draw strength from crew relationships and from staying connected with family. Where companies get it right, the best operators respect sign-off dates, ensure timely reliefs, offer merit-based promotions and maintain modern tonnage. As one seafarer noted,”I am heard, my company looks after the crew.”
The report also frames a deepening recruitment and retention challenge, with pay increasingly judged against the total life package available ashore rather than historical maritime wages. One respondent warned that young crew see “no advantages remaining compared with a shore job.”
Demographic data shows where pressure is greatest. The average score from female respondents was 6.06, against 7.13 for men; by region and vessel type, the Middle East (4.94) and container ships (5.85) fell well below the average; and mid-career professionals aged 35 to 55 reported the lowest morale of any age group.
Ben Bailey, Director of Programme, The Mission to Seafarers, said: “This quarter’s data should trouble the entire industry. Seafarers are extraordinarily resilient, but we must not mistake resilience for unlimited capacity; endurance is not the same as wellbeing. The fundamentals that crews are asking for are strikingly basic: enough rest to recover, connectivity to sustain family life, quality food, and pay that justifies the sacrifice. The brightest results prove happiness at sea is achievable.”
Gert-Jan Panken, GM and Vice President of Inmarsat Maritime commented: “This report is an important reminder that seafarer wellbeing is shaped by the choices we make as an industry every day. While the overall findings show there is still much work to do, they also demonstrate that when companies invest in their people, through reliable connectivity, supportive leadership and an onboard environment where crews feel safe and valued, the impact is real. Technology alone is never the answer, but when combined with a genuine commitment to crew welfare and safety, it can help create a more connected, resilient and rewarding experience at sea. As our industry continues to evolve, we must ensure that progress is measured not only by operational performance, but by the safety and wellbeing of the people who keep global trade moving.”
Thom Herbert, Idwal’s Head of Global Strategic Accounts and part of the seafarer advocacy team, added: “Idwal is proud to support the Seafarers’ Happiness Index because it brings the realities of life at sea into clear view. Many of our technical team are recent former seafarers, while our surveyors spend every day working alongside crews on board, so we recognise both the resilience described in this report and the pressures behind it. Strong leadership, respectful relationships and meaningful support from shore make a tangible difference. The industry must ensure that seafarers’ professionalism and commitment are valued, not simply relied upon.”
12. Video evidence
ABAX, a leader in smart mobility solutions, has launched ABAX Vision AI in the UK. This new solution integrates high-definition video evidence and real-time driver safety technology directly into the core ABAX fleet management platform, eliminating the need for standalone dashcam systems.
Powered by edge-native AI, ABAX Vision AI moves video telematics beyond passive recording. It actively detects risky driving behaviours – such as fatigue, distraction, phone use, tailgating, and lane drift – and delivers instant in-cab audio alerts to help drivers prevent incidents in real time.
“A traditional dashcam tells you what happened. ABAX Vision AI helps fleets understand why it happened and helps drivers prevent incidents before they occur. By bringing video, AI, and fleet data together, we’re giving customers the complete picture.”
– Jack Bell, Senior Technical Project Manager, ABAX
Key Features and Benefits
AI-Powered Safety: Detects hazards and risky behaviors, providing real-time in-cab alerts to actively support safer driving.
Instant Incident Visibility: Automatically uploads event footage to the cloud for remote retrieval – no physical SD card access required.
Unified Intelligence: Seamlessly connects video clips with trips, drivers, and routes within the existing ABAX platform.
Exonerate Drivers: Provides clear, timestamped video evidence to support investigations and defend against false claims.
Privacy-First Design: Features event-triggered recording and controlled access to balance safety with driver privacy.
Fully Managed: Includes professional installation, 24/7 support, and a lifetime hardware warranty.
The launch strengthens ABAX’s fleet management offering by unifying tracking, driver behavior, and visual evidence. This allows operators to streamline incident investigations, improve driver coaching, and accelerate insurance claims handling.
ABAX Vision AI is available in road-facing and dual-facing configurations. To support UK adoption, ABAX is offering a free first hardware installation on qualifying contracts.
Find out more: https://www.abax.com/en-gb/smart-mobility/fleet-management/abax-vision-ai-dash-cam
13. Pilot transfer advice
Korean Register (KR) has published new technical information to help the industry prepare for tightened IMO requirements on pilot transfer arrangements, the equipment used to move pilots safely on and off vessels. The requirements take effect January 1, 2028. KR developed the technical information with review and input from the Korea Maritime Pilots’ Association (KMPA), drawing on pilots’ firsthand experience of the risks involved in vessel boarding.
Pilot transfer arrangements, which include pilot ladders, handholds, securing points and winches used to raise and lower the ladder, are critical safety equipment. Because pilots rely on these arrangements when transferring between vessels, even a minor design or installation deficiency can lead to a serious accident.
To strengthen safety in this area, the IMO Maritime Safety Committee adopted amendments to SOLAS Regulation V/23 and a new mandatory performance standard for pilot transfer arrangements on June 26, 2025, through resolutions MSC.572(110) and MSC.576(110). The amendments were developed based on accident cases and root-cause analyses compiled by the International Maritime Pilots’ Association (IMPA), with the aim of addressing identified safety risks and improving the reliability of pilot transfer arrangements.
Under the revised requirements, several key design standards will be strengthened. The minimum breaking strength required for strong points used to secure the pilot ladder will increase, while requirements governing the location of deck handholds will also be revised. In addition, a new minimum diameter requirement will apply to winch reel drums, and the drums will be required to incorporate a sunken securing point.
The revised design requirements will apply to pilot transfer arrangements installed on or after January 1, 2028. For ships with existing arrangements installed before that date, compliance will generally be required by the first survey conducted on or after January 1, 2029. For vessels not certified under SOLAS, the compliance deadline will be January 1, 2030.
KR recommends that shipowners and shipyards begin reviewing their newbuilding specifications and retrofit plans well ahead of the implementation date. Even for newbuildings scheduled for delivery before 2028, failing to reflect the revised requirements during the design stage could result in additional modifications shortly after delivery. For in-service vessels, advance planning is also important to align necessary modifications with drydocking and survey schedules, helping to minimize costs and operational disruption.
To support the industry’s smooth transition to the strengthened requirements, KR’s new technical information explains the major design changes and additional requirements applicable to in-service vessels through user-friendly illustrations. It also includes a practical checklist to support design reviews and survey preparation, enabling shipowners and shipyards to identify potential compliance issues and necessary modifications in advance.
“Pilot transfer arrangements are safety equipment directly linked to human life,” said Kyungbok Kim, KR’s Executive Vice President of the Statutory Division. “We encourage shipyards and shipowners to start reviewing their newbuilding specifications and retrofit plans now so that the strengthened requirements can be incorporated into drydocking and survey schedules with minimal cost and disruption.
The technical information is available on KR’s website at the following links:
Guidance to Support the Early Implementation of Requirements for Pilot Transfer Arrangements
Amendments to Pilot Transfer Arrangement Requirements Entering into Force on 1 January 2028(Rev.1)
Notices and Miscellany
When compromise is not an option
The following is a comment from master mariner Manjit Handa
I refer to your Issue 912, the piece entitled ‘When compromise is not an option’.
Please see below three references that I used in a discussion on the subject of belligerents firing at merchant vessels in the Strait of Hormuz.
1. In my understanding, the blockading force can only board and capture a merchant vessel. Thereafter, it must ensure the safety of the crew and passengers before destroying the vessel. Firing at an unarmed merchant vessel whose crew is still onboard, may not be supported by the “Declaration concerning the Laws of Naval War, 208 Consol. T.S. 338 (1909)”, as attached.
2. Also see the Wiki article on Cruiser Rules. https://en.wikipedia.org/wiki/Cruiser_rules
3. There is also US Military publication HANDBOOK ON THE LAWS OF NAVAL OPERATIONS – Edn 2022 as attached.
I request your attention to Para 7.10 and its subparagraphs.
The basic principle of dealing with a merchant vessel running a blockade is to CAPTURE her first before any final condemnation. The crew should not be harmed as far as possible.
Humanity has built humanitarian laws, treaties and conventions after much suffering and struggle.
The USA has actively participated in the development of these instruments, sometimes has even played a leading role.
To cast these conventions aside is a backward step and inhumane.
Capital Link forum
7th Annual Capital Link Hong Kong Maritime Forum will take place on Tuesday, November 17, 2026 at the Renaissance Hong Kong Harbour View Hotel. For more information, please contact: Eleni Bej at ebej@capitallink.com or call 212.661.7566.
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desire.wilton@primecreative.com.au
M: +61 435 659 548
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And finally:
With thanks to Paul Dixon
Notice to people who visit my home.
1. The dog lives here. You don’t.
2. If you don’t want dog hair on your clothes, stay off the furniture.
3. Yes, she has some disgusting habits. So do I and so do you. What’s your point?
4. OF COURSE she smells like a dog.
5. It’s her nature to try to sniff your crotch. Please feel free to sniff hers.
6. I like her a lot better than I like most people.
7. To you she’s a dog. To me she’s an adopted daughter who is short, hairy, walks on all fours and doesn’t speak clearly. I have no problem with any of these things.
8. Dogs are better than kids. They eat less, don’t ask for money all the time, are easier to train, usually come when called, never drive your car, don’t hang out with drug-using friends, don’t smoke or drink, don’t worry about whether they have the latest fashions, don’t wear your clothes, don’t need! a gazillion dollars for college, and if they get pregnant you can sell the pups.
9. The same applies for the cats, except they will ignore you…until you’re asleep
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.
