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IN THIS ISSUE
1. Crew safety last
2. Carbon capture
3. Seafarer happiness
4. Berthing assistance
5. Off- spec bunkers
6. IMCA strategy
7. Emissions reporting
8. Fleet replacement
9. Cyber security
10. UNCITRAL
11. Energy infrastructure
12. World Maritime Day
13. IUMI stats report
14. Charter frustration
15. Ensuring trust
16. Technology experience
17. Fleet tracking
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Crew safety last
By Michael Grey
It is curious that in an age where Health and Safety have been granted almost a religious status, there remain huge gaps where seafarers, quite routinely, are expected to put their lives in peril. There may be all sorts of rules and regulations designed to mitigate these risks, but the reality of work on a ship may demonstrate their impracticality. Sometimes, as with the casualties involving lifeboat drills, or many of the “enclosed space” fatalities, or injuries with falls from container stacks, a combination of evolving technology has been a contributor. Routine work has somehow incorporated perils which were inadequately foreseen.
One wonders who, somewhere along the line, thought it would be a great idea to fumigate grain cargoes on passage, to eradicate all the pests which might otherwise be along for the ocean voyage. Maybe it was a committee, entirely fixated on the end result of clean grain cargoes, possibly with a chemist on the strength, who was able to report on the lethal qualities of the suggested fumigant. What was there not to like, employing the sea passage to the ultimate benefit of the landed cargo?
Where did the health and safety of the crew figure in this ground-breaking development, in which very lethal and hard to detect gas was to be employed by the fumigators? It was well known, in the tried and tested campaigns against rodent infestations that during the operation, which also could have used dangerous materials, the ship would be fully evacuated and nobody permitted to return until the professionals judged it to be safe and fully ventilated. What dramatic change made on-passage eradication using lethal fumigants like phosphine gas safe and acceptable, other than the fact that it saved a lot of time and money? Or did it just happen, a development that was defined as progress, soon becoming routine and demanded by charterers?
Somebody probably knows the answer to such questions, which were prompted by a report a month ago in the Mariners’ Alerting and Reporting Scheme, which features in the Nautical Institute Seaways journal. Edited from a China MSA report, it was a truly horrific incident in which 13 of a crew of 21 were killed in horrible circumstances by phosphine gas poisoning, with the ship on passage with a cargo of cassava chips. Initially suspecting food poisoning or Covid 19, the crew failed to realise that the fumigant was wafting all over the ship, despite the hatches being sealed with tape. It was like something out of a horror story, only it was non-fiction.
Clearly prompted by this awful incident, the latest Seaways features an enlightening but equally disturbing article by Master Fumigator Derek Legge, who points out in great detail why in-transit fumigation is not an operation that can be taken lightly and what those on board a ship need to know. He also cites an IMO document which notes that “at least 46 seafarers and shore workers have lost their lives after being exposed to hazards associated with the fumigation of cargo holds since 2008”, and more than 200 toxic exposures recorded over the same period. It is pointed out that actual figures are widely understood to be significantly higher, because of chronic under-reporting.
What makes Derek Legge’s feature so disturbing is his analysis of a situation which arises from poor information about complex and time-consuming monitoring tasks that are necessary to keep the crew safe and the inadequacy and insufficiency of the equipment often provided them. He points out that the gas can find its way into compartments adjacent to the fumigated holds, which the crew routinely need to access, such as forecastle spaces, lockers and elsewhere, and even a tiny pinhole can admit a lethal dose.
He points out, in a telling remark that – “In modern shipping, there is no comparable operational area where such dangerous practices and regulatory non-compliance are tolerated”.
Reading this worrying document – a second instalment is promised – I was reminded of an article a few years ago discussing the precautions which would be necessary when designing a ship fuelled by ammonia. Special venting arrangements up the top of the masts, gas-tight closure of all doors, windows, ventilators etc were some that I recalled. Dry cargo ships are designed to keep the water out, not gases, and we have sufficient reminders from accidents involving depleted oxygen in spaces to know that staying safe with lethal gas at large on a ship is a very big deal indeed. It is clearly set out by Mr Legge.
Why then, is this practice acceptable in our safety conscious era? Is it not possible to fumigate the cargo ashore, prior to loading or after discharge? And is it not high time that some brilliant chemist came up with a fumigant that does not cause a list of symptoms that make you feel ill to read them, and most of which are fatal. Or is this just another case of dead seafarers not making enough waves to provoke progress?
Michael Grey is former editor of Lloyd’s List.
2. Carbon capture
ClassNK has released a new handbook entitled ‘Onboard Carbon Capture Systems Implementation Framework’ as part of its Handbook on Ship GHG Emissions Evaluation series.
The handbook provides practical guidance for shipowners, operators and other stakeholders considering the introduction of onboard carbon capture systems (OCCS). It is intended to help them understand the considerations involved across an entire OCCS project and to facilitate discussions among relevant parties and consideration of OCCS implementation.
The introduction of OCCS requires consideration not only of the value chain from onboard CO₂ capture through to storage and other forms of final treatment, but also of mechanisms for quantifying and verifying emissions reductions.
These include MRV*1and CoC*2 systems for managing captured CO₂ and its associated attribute information.
The handbook brings together these considerations from technical, infrastructure, regulatory and emissions-reduction assessment perspectives, and can be used to support discussions among relevant stakeholders and the consideration of specific OCCS projects. For details see the ClassNK website.
3. Seafarer happiness
Seafarer happiness has fallen for a third consecutive quarter, according to the latest Seafarers Happiness Index (SHI), published by The Mission to Seafarers with Inmarsat and Idwal. The Q3 2026 score of 6.81/10 is down from 6.87 in Q2 and 7.26 at the end of 2025.
Six of the ten measures fell. Those linked to life aboard improved, while those that depend on the ship–shore interface – connectivity, shore leave, wages and welfare ashore – all deteriorated.
Interaction with fellow crew rose to 7.70, the highest-scoring measure, with seafarers repeatedly describing supportive crews as “family”.
The report warns that this cohesion is increasingly absorbing failures elsewhere, and the industry risks mistaking that adaptability for acceptable working conditions.
Shore leave remains the lowest-scoring measure, falling from 5.72 to 5.46, eroded by shorter port stays, remote terminals, security restrictions and minimum crewing. One respondent reported no shore leave across four consecutive contracts.
Port calls that should offer recovery have become the most intense part of the voyage. “In port, we get slammed with dealing with various cargo, regulatory, and husbandry items, all while the office is pushing for the shortest turnaround time,” said one seafarer.
Connectivity recorded the sharpest fall, from 7.46 to 6.89 – not because technology is failing, but because expectations have risen. Seafarers now ask whether access is affordable and reliable enough to support family life, with data caps forcing crews to ration calls home.
Ben Bailey, Director of Programme, The Mission to Seafarers, said: “Seafarers are telling us that their crewmates are holding them together, and that should give us pause. Strong onboard relationships are something to celebrate, but they cannot be a substitute for proper support ashore. When shore leave disappears for contract after contract and calling home has to be rationed, we are asking crews to absorb problems the industry should be fixing. The resilience they are displaying is a clear warning.”
Gert-Jan Panken, GM and Vice President, Inmarsat Maritime, said: “The latest Seafarers Happiness Index highlights the remarkable resilience of seafarers and the importance of strong relationships and community on board. It also provides valuable insights into where we, as an industry, can do more to enhance their experience at sea. Connectivity continues to play an important role in seafarer wellbeing, and expectations are evolving. Beyond providing internet access, the focus must be on delivering reliable, affordable connectivity that enables meaningful connections with family and friends. These findings are an important reminder of our shared responsibility to keep improving life at sea and supporting the people who keep global trade moving.”
Thom Herbert, Idwal’s Head of Global Strategic Accounts and part of the seafarer advocacy team, said: “When our surveyors walk a ship, the condition of the vessel and the wellbeing of its crew are rarely separate stories. A tired, overstretched crew cannot maintain a ship as it deserves. A poorly maintained ship makes every working day harder, more tiring and less safe. That’s why our grading looks at how a vessel is managed, not just its steel and machinery. This report shows crews holding things together through their commitment to each other. That should concern anyone with a stake in a ship. Crew welfare is not a soft issue alongside vessel condition. It is part of it.”
4. Berthing assistance
Orca AI has announced the commercial launch of BerthView, a berthing assistance solution combining Orca AI’s SeaPod digital watchkeeper with SVISION, Samsung Heavy Industries’ (SHI) berthing assistance system, creating a continuous layer of AI-powered situational awareness from open water through to the final stages of berthing.
BerthView will be available for retrofit on vessels already in service, creating a pathway to deploy advanced navigation and autonomous capabilities across both new and existing fleets.
5. Off-spec bunkers
Shipowners and operators need to maintain close checks on fuel quality following a series of off-specification alerts at major bunkering ports, advises German testing specialist CM Technologies (CMT), warning that contaminated or unstable fuels can result in costly engine damage and vessel downtime.
The advisory follows reports of fuel quality problems at Antwerp, Rotterdam, Houston, Singapore, Hong Kong, Piraeus and other bunkering locations during the past six months, involving excessive catalytic fines, poor fuel stability, high sediment levels and low flash points.
In part, the drop in fuel quality can be attributed to the supply chain disruption caused by the current geopolitical landscape and conflict, says David Fuhlbrügge, joint managing director, CM Technologies (CMT).
“Although conflicts cannot be directly blamed for individual cases of contaminated or off-specification fuel, changes in the availability and sourcing of blending components are important factors shipmanagers need to consider when managing bunker quality,” he said.
In August, fuel testing specialist VPS identified the Middle East conflict as a major factor behind both rising bunker prices and deteriorating fuel quality. It also issued 29 bunker alerts during the first seven months of 2026, with excessive catalytic fines and fuel stability problems accounting for 72% of them.
“With fuel supplies under pressure and ships taking bunkers from different ports and suppliers, crews need to be particularly careful about what is going into their tanks.”
Data published by West P&I in September, covering fuel samples tested between April and September 2026, found technical off-specification rates for heavy fuel oil (HFO) of 46.2% in Antwerp, 41.4% in Norfolk, 38% in the Panama Canal region and 35.5% in Rotterdam.
The same report identified elevated sulphur off-specification rates among very low sulphur fuel oil (VLSFO) samples tested in Rotterdam and Antwerp, although the club cautioned that the sample populations were comparatively small.
Fuhlbrügge said the findings reinforced the need for shipmanagers to remain vigilant over the quality of fuels taken onboard, irrespective of the bunkering location.
“Fuel quality should never be taken for granted. The consequences of getting it wrong can be expensive, not only in terms of machinery repairs but also the time spent dealing with blocked filters, damaged components and interrupted operations,” he said.
In July, alerts were also published concerning high abrasive content in HFO supplied in Houston and the Amsterdam–Rotterdam–Antwerp region, severe fuel stability concerns in Piraeus, high sediment in Las Palmas and low flash point fuels in Hong Kong and Singapore.
“Catalytic fines are particularly damaging if they are not adequately removed during fuel treatment. The abrasive particles can accelerate wear in fuel injection equipment, cylinder liners and piston rings, potentially shortening component life and increasing maintenance requirements,” said Fuhlbrügge. He said the risks did not necessarily end once a bunker delivery had passed its initial laboratory checks.
“Shipowners need to know how the fuel will behave once it is onboard, particularly when different batches are stored or mixed. Two fuels may be stable individually but incompatible when combined. Finding that out after sludge has formed in the tanks can mean considerable cleaning work and avoidable expense.”
The commercial consequences are reflected in claims data from marine insurer Gard, which handled more than 70 bunker-related claims between January and May 2026, an increase of 50% over the corresponding period last year. Almost all involved fuel quality, with some vessels disabled or requiring towage.
Lloyd’s Register FOBAS has also suggested that fuels meeting routine ISO 8217 specifications can still cause operational problems, particularly where unusual blending components or poor compatibility affect fuel handling and treatment.
CMT supplies onboard test equipment for checking fuel compatibility, catalytic fines, water content, viscosity and density. Its compatibility tester, for example, allows engineers to assess the behaviour of different fuel batches before mixing, while its other instruments provide additional checks on fuel condition. “Onboard testing complements independent laboratory analysis and established fuel management procedures,” said Fuhlbrügge.
“With the cost of replacement parts, maintenance and lost operating time, preventing fuel-related machinery problems is considerably preferable to dealing with the consequences.
“Crews need to remain alert to changes in fuel condition throughout storage, treatment and use. Bunkering may be a routine operation, but the quality of the fuel delivered should never be assumed.”
6. IMCA strategy
International Marine Contractors Association (IMCA) has launched IMCA 2030, a four-year strategy designed to ensure the Association remains relevant, authoritative, and valuable to members as the offshore construction industry navigates a period of significant change.
Launched at the IMCA Global Summit in Antwerp, Belgium, the strategy responds to major industry trends including the growth of AI and automation, the energy transition, evolving regulatory requirements, and increasing competition for talent and skills.
Commenting on the launch, Iain Grainger, CEO of IMCA, said: “The offshore construction industry is entering a period of profound change. New technologies, changing energy markets, and increasing regulatory demands are reshaping our sector, while competition for the next generation of skilled people continues to grow.”
A major focus of IMCA 2030 will be supporting people and skills across the industry. Planned initiatives include a campaign to raise awareness of offshore careers, additional support for early-career professionals through IMCA’s Next Generation Network, and the creation of a joined-up competence management ecosystem to support the global offshore workforce’s continuing professional development.
This will be supported by new initiatives such as digital logbooks and the IMCA Skills platform, providing on-demand access to training, professional development, and competence assurance.
7. Emissions reporting
The Tripartite Joint Industry Working Group (JIWG) has released two new frameworks that can help improve the exchange of operations and emissions data across the maritime industry.
The JIWG, chaired by BIMCO, was established under the Tripartite, a forum bringing together shipowners and operators, shipbuilders, and classification societies. As part of its work to develop a common approach for Maritime Emissions Reporting, the JIWG has released version 1.0 of the Operational Vessel Data (OVD) and Vessel Emissions Reporting (VER) frameworks. The two frameworks complement each other and can help establish a common foundation for a more efficient exchange of data.
Both OVD and VER are voluntary industry frameworks. They do not create new reporting obligations but provide a common approach that organisations may adopt to support more efficient and consistent data exchange.
The JIWG’s development of the OVD and VER frameworks complements and builds on earlier work by BIMCO and IACS (International Association of Classification Societies) to add emissions-reporting data elements to the IMO Compendium on Facilitation and Electronic Business. While the IMO Compendium provides common definitions and formats for maritime information, the latest work adds a practical implementation framework for exchanging operational vessel data and verified emissions-reporting results between industry systems.
The initiative also forms part of a broader move towards using the IMO Compendium as a common foundation for maritime data exchange.
8. Fleet replacement
India’s defence ministry has signed contracts worth than more than INR 538.8 billion ($5.6 billion) with Garden Reach Shipbuilders & Engineers (GRSE) and Goa Shipyard Limited (GSL) for the construction of eight next-generation corvettes for the Indian Navy. Though the programme is widely viewed as a capability addition, it is expected to address a pressing priority of replacing the oldest hulls before they leave service, says GlobalData, a leading intelligence and productivity platform.
GlobalData’s “Aerospace and Defense Fleet Size Dataset,” reveals that 41.2% of India’s corvette fleet has an average age of more than 30 years, while a further 23.5% falls within the 20 to 30-year age bracket. Only 35.3% of the fleet has an average age of less than 10 years. The induction of next-generation corvettes is expected to support the replacement of aging surface combatants, including legacy Khukri-class and Kora-class vessels, while introducing more modern capabilities into the fleet.
9. Cyber security
ClassNK has released the second edition of its ‘Guidelines for Cyber Security Management System for Ships’. Intended for shipowners and ship management companies, the guidelines set out the requirements for a Cyber Security Management System (CSMS), through which a company addresses the cyber risks associated with ship operations as part of its day-to-day work, from governance and responsibilities ashore and onboard to the technical controls applied to shipboard systems. Just as importantly, the Guidelines make ClassNK’s certification audits transparent by showing the assessment criteria applied in them. In audits, ClassNK looks at the governance behind a company’s cyber security: policy and management commitment, defined roles and responsibilities, risk assessment, implementation and operation of controls, and preparedness for incidents.
The second edition has been restructured with reference to ISO/IEC 27001 and ISO/IEC 27002, and the assessment criteria for each CSMS requirement have been clarified. The requirements have also been mapped to the cyber security requirements of major vetting schemes. Cyber security is increasingly covered in the external assessments conducted by maritime stakeholders, and many of those requirements focus on how cyber risk is managed. A CSMS certified against these guidelines gives companies an objective means of demonstrating that governance to external stakeholders, and a single foundation for responding to multiple vetting requirements.
The IMO recommends that cyber risks be managed within the Safety Management Systems under the ISM Code. In response, ClassNK published the first edition of the Guidelines in 2019, setting out CSMS requirements built on the framework of the ISM Code, and has since been providing CSMS certification based on the guidelines.
10. UNCITRAL
In an article to be found on its website, law firm Hill Dickinson looks at the case of Republic of India v Ras Al Khaimah Investment Authority [2026] EWCA Civ 1358 (22 October 2026)
In a previous article, Hill Dickinson looked at the Commercial Court decision in this case, in which the Court decided that a UNCITRAL arbitral tribunal had jurisdiction over the dispute between the parties.
In doing so, the Court disagreed with the UNCITRAL Tribunal’s construction of the dispute resolution provision in the relevant bilateral investment treaty: The Republic of India (India) subsequently appealed that decision. The Court of Appeal has dismissed the appeal and largely endorsed the Judge’s approach to the interpretation of the relevant provisions of the treaty.
11. Energy infrastructure
ZEBOX and NatPower Marine have announced a strategic partnership to accelerate the development and deployment of energy infrastructure supporting the decarbonisation and electrification of ports and maritime transport.
NatPower Marine joins ZEBOX, the international innovation accelerator initiated by the CMA CGM Group, combining NatPower Marine’s infrastructure development, financing and operating capabilities with ZEBOX’s international maritime and logistics ecosystem.
Together, ZEBOX and NatPower Marine will identify and advance opportunities across shore power, electric vessel charging, battery storage, grid connection, clean energy and integrated energy management. The objective is to connect innovative technologies and real operational needs with the infrastructure, capital and execution capabilities required to move relevant use cases from concept to deployment.
“At ZEBOX, our mission is to connect breakthrough technologies with real industry needs and create the conditions for them to scale. By welcoming NatPower Marine into our ecosystem, we are adding critical energy infrastructure expertise that can help our startups and corporate partners turn innovative solutions into concrete projects and accelerate the transition towards cleaner maritime transport.” says Frederic Guilleux, CEO ZEBOX.
“The maritime energy transition will not be delivered by technology alone. It requires energy, infrastructure, capital and operational capability to come together around real demand. Our partnership with ZEBOX gives us access to an exceptional ecosystem of innovation and industrial expertise, while allowing NatPower Marine to contribute what we do best: turning complex energy requirements into infrastructure that can be financed, built and operated at scale.” says Fabrizio Zago, Global CEO, NatPower Marine.
12. World Maritime Day
International delegates meeting in Busan, Republic of Korea (26 to 27 October) called for stronger national action and international cooperation to ensure global shipping regulations are effectively implemented.
Co-organized by the International Maritime Organization (IMO) and the Republic of Korea’s Ministry of Oceans and Fisheries, the 2026 World Maritime Day Parallel Event brought together governments, international organizations, industry and academia to explore practical ways to put global maritime regulations into action.
Discussions focused on supporting countries amid rapid shifts facing the sector, such as digitalization, automation and energy transition, as well as the far-reaching impacts of geopolitical conflicts.
Opening the event, Vice Minister of Oceans and Fisheries of the Republic of Korea, H.E. Mr. Nam Jaeheon, urged greater international solidarity.
“These challenges must be addressed together. If we stand united around the IMO and work together to find solutions, I am confident we can build a brighter future,” he said.
Seafarers first, always
IMO Secretary-General Arsenio Dominguez outlined regulatory milestones achieved in 2026, including:
the adoption of the voluntary Code for maritime autonomous surface ships (MASS Code);
the approval of the IMO Strategy on Maritime Digitalization, for consideration by the IMO Assembly; and
progress on safety guidelines for ships using alternative fuels.
During 2026, IMO completed its first global audit cycle, which assessed how 168 Member States (94% of its membership) have implemented its maritime regulations. The findings help to identify common gaps and support more targeted technical assistance.
Secretary-General Dominguez recognised the essential role of people working at sea in implementing IMO regulations: “Always put people first, particularly seafarers. Behind every ship, every shipment and every maritime operation are people. Their safety, well-being and dignity must remain at the heart of everything we do.”
Putting policy into practice at all levels
Panel discussions highlighted actions that could be taken by governments, international organizations, industry and academia.
These included:
Session 1 Government: High-Level Roundtable – The role of governments in implementing IMO instruments and strengthening delivery at national level
Session 2 International Organizations: IGO-NGO Dialogue – International cooperation, technical support and partnerships for effective implementation
Session 3 Industry: Shipping and Shipbuilding Summit – Practical pathways for industry implementation of IMO regulations
Session 4 Academia: Maritime Policy Symposium – Capacity-building, talent development and knowledge partnerships for implementation
During the high-level roundtable, ministers and senior officials from the Republic of Korea, Norway, Cyprus and India shared their national experiences and best practices in enforcement.
They stressed that adopting international regulations is only the first step. Strong national legislation, capable institutions, trained personnel, adequate infrastructure, targeted technical assistance and close cooperation with industry were also crucial.
Philippines to host 2027 event
The event concluded with the ceremonial handover of the World Maritime Day Parallel Event flag to the Philippines, which will host the 2027 edition .
13. IUMI stats report
The International Union of Marine Insurance (IUMI) has released its 2026 analysis of the global marine insurance market – the IUMI “Stats Report”.
This annual document reports on the state of the marine insurance sector within the framework of the global economy, trade and shipping. Data is collected from a wide range of national insurance associations and other agencies including IUMI’s own sources and is collated, analysed and presented with additional context and commentary.
Highlights from this year’s report include:
Global marine insurance premiums reached USD 42.6 billion in 2025, up 5.5 percent on 2024. However, US dollar weakness masked any underlying market development while increased capacity and competition continued to drive soft market conditions.
Marine cargo premiums were reported as USD 24.2 billion, up 6.9 percent year-on-year, supported by seaborne trade and asset and commodity price movements. Chinese premiums continued to grow strongly, driven by high-value exports including AI-related technology. Despite improving loss ratios, the market remained soft.
Ocean hull premiums increased 9.4 percent to USD 10.5 billion, encouraged by global fleet growth, higher vessel values and war premiums. Fleet growth continued to outpace premium growth indicating continued competitive pressure although loss ratios appear to have normalised.
Offshore energy premiums were broadly unchanged at USD 4.82 billion, up just 0.1 percent on 2024. London retained a 62.7 percent market share of which around 30% is renewables. While the market remains soft, energy security and geopolitical concerns could support significant future investment.
As in previous years, the report also provides an update on IUMI’s Major Claims Database which contains data from 2013 onward with 30 national insurance associations now contributing. The number of cargo claims has grown to 7,200 and a cumulative loss of USD 11.4 billion. IUMI’s revised Hull Inflation Index, which helps insurers to explain marine repair cost inflation using a range of macroeconomic indicators, is also showcased.
Commenting on this year’s report, IUMI Secretary General, Lars Lange said: “The 2025 marine insurance market recorded modest growth in global premiums, although underlying conditions remained soft. Increased capacity, competitive pressures and currency movements, particularly the weakness of the US dollar, all influenced reported premium levels.
“On the claims side, the overall picture remained relatively stable with no single catastrophic loss significantly affecting any individual sector. However, attritional claims continued to accumulate putting pressure on profitability.
“Concerns that global tariffs would significantly constrain international trade proved less pronounced than anticipated while global GDP growth was stronger than expected. At the same time, the global race for AI began to influence marine trade with high-value semiconductors becoming an increasingly important component of international cargo movements.
“Asia continued to lead market growth with premium income rising steadily since 2016 and China remaining the region’s dominant market. European markets also expanded, although at a slower pace.
“Looking ahead, geopolitical tensions continued to shape the market into 2026. War cover became increasingly prominent while vessel availability, particularly for energy carriers, tightened as conflict in the Middle East intensified. Strong oil and gas demand continued to support activity while the impact of global tariffs remained less significant than initially feared.”
The full report is available to download from the statistics section of the IUMI website: https://iumi.com/statistics/iumi-stats-report-2026/
14. Charter frustration
In the latest edition of London Calling Brian Perrott and Lee Forsyth have been looking at the issue of charters not being frustrated following sanctions in the case GTLK Malta Four Limited v Pola Maritime Limited & others [2026] EWHC 2514 (Comm).
Background
At the relevant time the Claimant was a subsidiary of, and ultimately owned by, a Russian entity.
The case related to guarantees in respect of certain Charters. The guarantors refused to pay under the guarantees and the Claimant applied for summary judgment. The court ultimately determined that the guarantors had no reasonable prospect of defending the claims, primarily reaching this decision based on the terms of the guarantees. However, the focus of this alert is on the court’s comments in respect of frustration.
The Defendants submitted that the Charters were frustrated when sanctions were imposed by the EU/UK/US on the parent company. They asserted that the sanctions deprived the Charterer of the quiet and peaceful use of the vessels, that the deprivation was potentially endless and was not a risk allocated to the Charterer, and that performance of the Charters was rendered impossible. They also alleged frustration due to supervening illegality.
Decision
The court emphasised that at the point at which the sanctions were imposed, the Charters had 5 – 8 years to run. Whilst the sanctions affected the Charterers’ performance, they did not radically alter that performance, particularly when the Charters had so much time left to run. The court noted that the Defendants were unable to cite any authority for the proposition that a long term charter was frustrated at the very moment the supervening event was imposed.
In this case the parties had to “wait and see” how matters would develop.
Further, it was found that the Charter allocated the risk of loss to the Charterer, so there was no room for the frustration doctrine to apply.
Comment
The case highlights that a court/tribunal is likely to be slow to determine that a long term charter is frustrated. Parties should be cautious before relying on this doctrine to cease performance or any payments otherwise due.
15. Ensuring trust
A comprehensive new report entitled Securing Trust: The Transition to Digital Seafarer Credentials, published by maritime technology research firm Thetius in partnership with Maritime Passport, reveals that the global shipping industry’s reliance on paper certificates and disconnected digital copies poses significant operational, security, and administrative risks.
With an estimated 2.57 million seafarers serving on more than 85,000 merchant ships worldwide, maritime professionals are still routinely required to carry physical copies of certificates weighing up to four kilograms. The report emphasises that simply converting physical documents into unstructured electronic PDFs or disconnected digital portals cannot solve the industry’s verification challenge. Rather, there is a need for a globally trusted, interoperable trust framework that offers high levels of security but does not create more work for the various stakeholders – especially seafarers.
“As an ex-seafarer myself, I have long been advocating for greater use of digital technologies in ways that benefit seafarers, and this report highlights the ways in which digital verification can and must evolve. But it’s vital that we do this correctly,” explains Martin White, Co-Founder of Maritime Passport. “Remarkable advances in digital identity, biometrics and secure credential technologies make a transition to digital verification possible, but they also raise important questions around legitimacy, governance, interoperability and adoption. Interoperability is essential, but it must strengthen these principles, never compromise them.”
“In a digital age, trust both in technology but also in chosen partners, is non-negotiable,” explains Peter Phillips, Co-Founder of Maritime Passport. “Moving from paper to digital means protecting a seafarer’s identity, qualifications, and ultimately livelihood, while safeguarding highly sensitive personal information. Digital credentials must reinforce the issuing authority while giving employers, inspectors, and other key stakeholders confidence that every credential is valid, up to date, and held by the rightful individual.”
The report is available at: https://thetius.com/free-research/
16. Technology experience
New research finds technology can shift rather than remove risk as The Nautical Institute, with support from Lloyd’s Register Foundation, calls for the industry to keep #ListeningToSeafarers
Technology can improve safety, efficiency and life at sea, but its benefits depend heavily on how systems are designed, introduced, supported and used, according to initial findings from the STEER Project, an international research and engagement inititative that explores the impact of the combined introduction of new systems and working practices to seafarers, both at sea and ashore .
The Nautical Institute, in collaboration with Lloyd’s Register Foundation, has published The evidence, the gaps and the way forward, its initial report into understanding how technology impacts seafarers.
The report marks the completion of STEER’s foundational research phase and brings together academic research, industry evidence, casualty investigations and direct engagement with seafarers.
One consistent finding has emerged: technology does not operate in isolation. Its effects on safety, workload, skills and wellbeing depend heavily on how it is designed, implemented, supported and maintained.
The evidence also suggests that technology frequently shifts risk rather than eliminating it.
A review of 471 maritime casualty cases between 2005 and 2025 found that 43.1% involved at least one human-factor cause associated with equipment and workplace conditions. In many cases, technology itself was not the primary cause, with deeper issues including inadequate training, poor procedures, weak supervision and gaps in safety management contributing to incidents.
Among 35 cases where technology was identified as the direct cause, safety management failures were present in 89% and inadequate resourcing in 77%.
Capt. David Patraiko, Director of Projects, The Nautical Institute said: “Technology is bringing significant benefits to shipping, but the evidence shows that those benefits cannot be judged on technical capability alone. What matters is how systems perform in real operations and how they affect the people expected to use them. That is why #ListeningToSeafarers is so important. By involving seafarers in the design, introduction and ongoing development of technology, we have a much better chance of ensuring it supports safer operations rather than creating new risks or additional pressures.”
The report also finds that seafarers are not resistant to technological progress itself. Their concerns more commonly relate to difficult or poorly supported systems, inadequate familiarisation, inconsistent interfaces, excessive alarms and technology that does not reflect the realities of shipboard operations.
Technology-related casualties were found to be more commonly associated with systems being misused, misunderstood or ignored than with broken hardware, while the report identifies vessel-specific familiarisation and realistic training as important factors in safe technology adoption.
These findings reinforce the central principle behind the STEER Project: #ListeningToSeafarers.
The project argues that seafarers should be treated as expert end users and given meaningful opportunities to contribute to the design, testing, implementation and ongoing development of maritime technology.
One Indian navigating officer interviewed for the project said: “Technology should not replace seafarers. It should amplify their experience.”
The report also highlights how digitalisation and automation can change rather than simply reduce workload. Poorly integrated systems can create duplication, additional administrative demands and greater cognitive load, while increased automation can place more emphasis on monitoring systems, recognising failures and knowing when professional judgement should take precedence.
Similarly, greater connectivity can improve access to family, shore-based support and services, while also creating new challenges around constant availability, privacy and the boundary between work and rest.
The research draws on 105 academic studies, 55 industry publications and 471 casualty reports, alongside direct engagement with seafarers and other maritime professionals. This included interviews, ship visits, workshops, webinars, surveys and analysis of public social media discussions.
Dr Tim Slingsby, Director of Skills and Education at Lloyd’s Register Foundation, says in the report: “#ListeningToSeafarers is fundamental to Lloyd’s Register Foundation’s strategy. By listening to those directly impacted by new technologies on ships, we can put people at the heart of decision-making and ensure seafarers have an active role in shaping an equitable transition to a safe, sustainable, decarbonised and digitalised ocean economy.”
The report’s initial recommendations call for closer involvement of seafarers in technology design and implementation, improved vessel-specific familiarisation, greater attention to alarm fatigue and repeated system workarounds, and stronger consideration of workload, competence and human factors when new technology is introduced.
It also identifies significant gaps in current knowledge, particularly around emerging technologies such as AI and remote monitoring, the long-term impact of automation on skills and professional judgement, and how technological change affects ratings, smaller vessels and underrepresented groups within the global maritime workforce.
These gaps will help shape the next phase of the STEER Project, with further engagement intended to turn evidence and seafarer experience into practical tools and validated guidance for safer, more human-centred technology adoption.
The report concludes that human capability cannot be fully replaced by automation, but can be effectively supported by it. The central question is therefore not whether shipping should continue adopting new technology, but how that technology can best support safe operations, professional judgement and seafarer wellbeing.
To read The evidence, the gaps and the way forward and join the #ListeningToSeafarers conversation, visit:
https://www.nautinst.org/steer-project/the-evidence-the-gaps-and-the-way-forward.html
17. Fleet tracking
ABAX, a leader in smart asset tracking and fleet management solutions, has announced the successful deployment of its automated tracking technology across the Lancashire Fire and Rescue Service (LFRS) fleet. The strategic collaboration demonstrates how modernising asset management directly translates into regulatory compliance, enhanced operational readiness, and operational optimisation for emergency services.
In blue-light operations, equipment availability is a critical regulatory and safety requirement. For a fire engine to legally deploy, it must carry a fully compliant, certified inventory of lifesaving tools—ranging from thermal imaging cameras to hydraulic cutters. Historically, maintaining this inventory relied heavily on manual checklists, which consumed valuable crew time and carried the risk of human error, particularly during complex, multi-agency incidents.
To address this challenge, LFRS collaborated with ABAX to develop an integrated tracking ecosystem designed for frontline durability. By fitting ABAX hardware directly onto critical assets, LFRS created a “smart vehicle” environment. Receiving hubs inside the appliances and station bays automatically log and reconcile equipment in real time, completely removing the administrative burden from active crews.
To read the complete case study, please visit:
https://www.abax.com/en-gb/customer-stories/lancashire-fire-rescue-asset-tracking-case-study
Notices and Miscellany
Please notify the Editor of your appointments, promotions, new office openings and other important happenings: contactus@themaritimeadvocate.com
Chalos fellowship
George M. Chalos, of the US-based law firm, Chalos & Co, P.C., has been inducted into Fellowship of Litigation Counsel of America (“LCA”), an invitation-only trial lawyer honor society. Bona fide courtroom expertise, with superior results are at a premium and Fellowship in the LCA is limited to less than one-half of one percent of American lawyers. Fellows are selected following an evaluation of their effectiveness and accomplishments in litigation and trial work, as well as ethical reputation and Fellowship recognizes highly qualified and deserving lawyers for exceptional advocacy, superior ethical standards, scholarly contributions, and excellence within the litigation process.
Wind assistance
ClassNK held the environmental seminar ‘Latest Trends and Practical Operation of Wind-Assisted Propulsion Systems’ (the ‘Seminar’) on October 23, sponsored by Kawasaki Kisen Kaisha, Ltd. (“K” LINE), Mitsui O.S.K. Lines, Ltd. (MOL), MOL Techno-Trade, Ltd. and Nippon Yusen Kabushiki Kaisha (NYK).
As the shipping industry works to reduce greenhouse gas (GHG) emissions, Wind-Assisted Propulsion Systems are gaining momentum. WAPS harness wind power to supplement ship propulsion, helping to reduce fuel consumption and GHG emissions. With installations expanding, attention is increasingly turning to operational experience and performance evaluation. The Seminar focused on these practical aspects, providing an opportunity to share knowledge on the adoption and operation of WAPS. A total of 160 participants from shipping companies, shipbuilders, marine equipment manufacturers and other organizations attended.
Following a presentation by the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) on carbon neutrality trends in the maritime sector, the programme featured an overview of international developments in wind propulsion by the International Windship Association (IWSA), presentations on shipping companies’ experience with WAPS installation and operation, and an introduction to ClassNK’s WAPS-related activities. In addition, a panel discussion featuring five industry experts explored operational challenges, approaches to performance evaluation and the future outlook for WAPS.
WISTA
WISTA International has elected Céline Mortier as its new President. The former WISTA Belgium President and CEO of maritime provider Bogerd Martin was formally appointed to the new role as part of this week’s WISTA International AGM and Conference 2026.
The appointment follows two terms as President for Elpi Petraki, who brought four years at the helm of the global association to a close at the event, staged in Kuala Lumpur, 28-30 October.
Centre of excellence
Bureau Veritas Marine & Offshore (BV) has announced the launch of a new Cruise Center of Excellence in Miami, to connect customers in local proximity to a global network of BV experts dedicated to supporting operators as they navigate increasingly complex market environments.
The cruise hub joins BV’s global network of Centers of Excellence across sectors including Gas (Doha) and Offshore (Singapore, Shanghai, and Kuala Lumpur). With the launch of the dedicated Cruise Center of Excellence, BV is well positioned to support clients in turning ambitious concepts into viable designs, as well as helping operators to navigate evolving market requirements whilst improving performance throughout the life of their assets.
Nor-Shipping
With industry estimates suggesting more than 15,000 vessels will need to be recycled by 2032, more than double the number recycled in the previous decade, turning ageing ships into new assets has never been more critical. However, beyond the recycling industry itself, it’s a challenge that is far from front of mind for most maritime decision-makers. Nor-Shipping is aiming to change this with a brand new initiative in 2027, the first Nor-Shipping Ship Recycling Conference.
The new, dedicated three-hour conference, taking place on Nor-Shipping’s Main Stage on 9 June, will bring together a broad range of stakeholders to discuss the future of sustainable, transparent and commercially realistic recycling. Experts including ship recyclers, regulators, class societies, financiers, insurers, and more will take to the stage to help owners, operators and others understand this evolving segment and navigate it with responsibility, care and commercial acumen.
And finally,
With thanks to Paul Dixon
A fifteen year-old boy came home with a late-model Porsche and his parents began to yell and scream, “Where did you get that car???!!!”
He calmly told them, “I bought it today.”
“With what money?” demanded his parents. “We know what a Porsche costs.”
“Well,” said the boy, “this one cost me fifteen dollars.”
So the parents began to yell even louder.
“Who would sell a car like that for fifteen dollars?” they said.
“It was the lady up the street,” said the boy. “I don’t know her name they just moved in.
She saw me ride past on my bike and asked me if I wanted to buy a Porsche for fifteen dollars.”
“Oh, Mercy,” moaned the mother, “she must be a child abuser.
Who knows what she will do next? John, you go right up there and see what’s going on.”
So the boy’s father walked up the street to the house where the lady lived and found her out in the yard calmly planting petunias!
He introduced himself as the father of the boy to whom she had sold a Porsche for fifteen dollars and demanded to know why she did it.
“Well,” she said, “this morning I got a phone call from my husband. I thought he was on a business trip, but it seems he has run off to Hawaii with his secretary and doesn’t intend to come back.
He asked me to sell his new Porsche and send him the money.
So I did.
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.
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