SHIP MANAGEMENT INTERNATIONAL ISSUE 113

24

Cover Story

ISSUE 113 JANUARY/FEBRUARY 2025 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

Tariff wars as trade and politics clash

STRAIGHT TALK 8 – Slippery start to Year of the Snake

HOW I WORK

NOTEBOOK 10 – Magna Carta of Filipino Seafarers agreed

11 – InterManager elects new President

20 – Karin Orsel, MF Shipping CEO and ECSA President

12 – Huge scale of Chinese orderbook revealed

13 – Maersk and Hapag-Lloyd launch Gemini Cooperation

14 – ITIC Get our magazine digitally.

Scan QR code and fill in your details to receive.

Regulatory waves: How to stay afloat in a sea of rules

DISPATCHES 24 – When geopolitics and trade collide

By Dr Martin Stopford

16 – Navigating the emissions risk with LR OneOcean solution

INTERMANAGER OUTLOOK 18 – InterManager kickstarts 2025 with enthusiasm

CREW MANAGEMENT 29 – Seafarer wage trends revealed In Spinnaker’s 2024 Pay Survey

32 – The future of crew

management: Building an inclusive and resilient workforce

Issue 113 January/February 2025

Ship Management International

5

SHIP MANAGEMENT INTERNATIONAL – ISSUE 113 JANUARY/FEBRUARY 2025 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

REGIONAL FOCUS

CREW WELFARE 34 – The critical role of sleep

TRAINING 75 – Blue MBA Association off to a flying start with strong BIMCO link

for seafarers

Singapore Report

50 – Maintaining strong growth momentum

MARITIME SAFETY

54 – SSA celebrates 40 years 55 – SMF New Year Conversations 2025

36 – Data key to addressing

57 – MariApps celebrates 10

38 – SEA-CARE initiative launched

58 – Advantages of Singapore as

to enhance data-sharing

a maritime hub

fire risks of car carriers and Electric Vehicles

41 – Lloyd’s Register study warns of ‘alarm fatigue’ on bridge

Isle of Man Report

61 – Exploiting the opportunities of a changing market

regulation: Preparing for growing cyber threats

44 – DNV issues safety guidance

AD HOC 66 – Our regular diary section

CLEAN OCEANS 80 – Selektope developer I-Tech

OBJECTS OF DESIRE 82 – Our pick of the most coveted REVIEW 84 – Bringing you the best in arts & culture

ANALYSIS 68 – Crude tanker market in state of flux

ALTERNATIVE VIEWPOINT 34 – U.S. shipbuilding

LNG as alternative fuel

creations

43 – Risk, requirements and

transform safety at sea

76 – ‘Practicality’ driving growth of

highlights sustainability of antifouling biocides

39 – Saving of the Sounion 40 – ClassNK addresses growing

45 – Persistent tracking can

ensure safe ship-to-ship ammonia bunkering

years of innovation

seafarer safety concerns

on autonomous shipping and alternative fuels

ALTERNATIVE FUELS 75 – KR involved in joint project to

LIFESTYLE 86 – Kia boxes clever with latest flagship EV9

TECHNICAL 70 – Addressing boxship

& security designs Barry Parker

cargo safety

The March/April issue of Ship Management International magazine (SMI 114), to be available at Nor-Shipping, will include a special report on Ship Registries, distilling findings of the latest ICS Report on Flag State Performance, as well as regional reports on Norway & Scandinavia and Gibraltar.

Next issue

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There will also be special sections on Maritime Training and Smart Technology & AI, looking at latest developments in the fields of seafarer safety and technical innovation, key concerns for ship owners and managers as the industry continues down the path of energy transition.

For advertising enquiries, please contact Sales by emailing sales@elaboratecomms.com You can also keep abreast of news and subscribe to our daily newsletter at shipmanagementinternational.com

Ship Management International

Issue 113 January/February 2025

The shipping business magazine for today’s global ship owners and ship managers Issue 113 | January/February 2025

STRAIGHT TALK Connect with us /ShipManInter

A

Visit our website www.shipmanagementinternational.com

Join the debate @ShipManInter

Download our App Ship Management International

Slippery start to Year of the Snake

mid the slew of 2025 predictions for shipping

widespread import tariffs on overseas trade. A Presidential

issued around the turn of the year, surely none

order was also signed to ‘rename’ the Mexican Gulf as the

was more prescient than that of the “K” Line

American Gulf, and expansionist sentiments voiced towards

President and CEO. Referencing the Chinese lunar

neighbours Canada and Greenland.

calendar, Myochin-san predicted that the coming Year of

Leading maritime economist and commentator Dr

the Snake would be characterised by ‘twists and turns’

Martin Stopford provides SMI with his interpretation of the

that shipping would need to be ‘steadfast’ to navigate.

implications for shipping of these ‘America First’ moves in

As if geopolitical issues were not complex enough in 2024 with the Red Sea crisis and ongoing Russia-Ukraine hostilities,

this issue’s Cover Story.

Meanwhile, the Gaza ceasefire suddenly occurred, and

the very same day a new ‘twist emerged. This came in the form

with it the lifting of the Houthi’s military threat against all

of the US blacklisting the world’s largest shipowner Cosco,

but Israeli-owned or -flagged vessels (as long as terms of

operator of some 6% of global tonnage, ostensibly for its

the peace deal were observed), as well as overdue release

alleged complicity with the Chinese armed forces. The move

of the Galaxy Leader crew after 14 months’ detention.

followed hard on the heels of the severest clampdown yet by

At a stroke, the Red Sea route began to look viable once

the US OFAC (Office of Foreign Assets Control) on the ‘dark

more… although to date most ship operators are still

fleet’ carrying Russian oil sanctioned by Western countries.

exercising caution.

Next incoming US President Donald Trump threatened to ‘take back’ control of the Panama Canal, as well as impose Published by

Sales Enquiries Julian Berry Melissa Skinner Editorial Bob Jaques

Finance Lorraine Kimble

In short, Year of the Snake could hardly have got off to a more sinuous start! l

Wingbury Courtyard Business Village, Upper Wingbury Farm, Wingrave, Bucks, HP22 4LW, United Kingdom

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Publisher: Editor: Sales Manager: Finance: Design and Layout: Regular Contributors:

Motoring Journalist: Technical Editor:

Sean Moloney Bob Jaques Julian Berry Vijayatha Poojary Melissa Skinner Lorraine Kimble Diptesh Chohan Michael Grey Felicity Landon Ian Cochran Margie Collins Ema Murphy Rob Auchterlonie David Tinsley

Editorial contributors: The best and most informed writers serving the global shipmanagement and shipowning industry.

Printed in the UK by Warners Midlands plc. Although every effort has been made to ensure that the information contained in this publication is correct, Elaborate Communications accepts no responsibility or liability for any inaccuracies that may occur or their consequences. The opinions expressed in this publication are not necessarily those of the publishers. All rights reserved. No part of this publication may be reproduced whole, or in part, stored in a retrieval system or transmitted in any form or by any means without prior permission from Elaborate Communications.

Notebook Magna Carta of Filipino Seafarers agreed

T

and the Maritime Industry Authority (MARINA)

complex and often unjust nature of Filipino crew claims

of the Philippines, working alongside other

and the challenges posed by the existing legal framework.

maritime stakeholders and government agencies,

In particular, the application of garnishment (withholding

concluded the legal review of the Implementing Rules

of earnings in payment of debt) has been problematic,

and Regulations (IRR) for Republic Act No. 12021 - aka

and the difficulties in resolving these claims had negatively

‘the Magna Carta of Filipino Seafarers ‘ - in December.

impacted the Philippines’ status as a leading supplier of

The move finalised the IRR as one of the landmark

maritime labour. Filipino seafarers comprise a significant

laws for the maritime sector.

portion of the global maritime workforce.”

he Department of Migrant Workers (DMW)

The Act and its IRR seek to protect the rights and

DMW Assistant Secretary for Sea-Based OFW

welfare of Filipino seafarers, ensuring fair treatment,

Concerns Jerome Pampolina, who chairs the Legal Review

better working conditions, and mechanisms for resolving

Committee for the drafting of the IRR, underscored the

grievances. The week-long review also covered critical

importance of the finalisation of the IRR. “Let this be

provisions, with stakeholders and agencies providing input

our legacy and gift to our Filipino seafarers and their

to address employment concerns, welfare benefits, and

families,” Pampolina said, reaffirming the Administration’s

professional development opportunities.

commitment to uplifting the maritime workforce.

Central to the provisions in the IRR is the pivotal

For her part, MARINA Administrator Sonia B. Malaluan

role of MARINA in enhancing maritime education and

expressed her gratitude to the whole maritime community in

training for both overseas and domestic seafarers, and in

putting their timeless efforts in helping craft, review, and refine

taking over the accreditation, regulation, and monitoring

the IRR. “With the active participation of relevant government

of institutions offering maritime degree programs and

agencies, manning and maritime associations, seafarers’ union

technical courses while establishing a shipboard training

and other stakeholders, we have successfully reviewed the

framework. The Act and its IRR also mandates MARINA

entire draft IRR,” Administrator Malaluan stated. “Substantive

to consult with industry stakeholders in crafting training

recommendations were made and thoughtfully considered,

guidelines, underscoring the importance of collaboration

and many of which have already been adopted.”

in building a responsive and effective maritime workforce.

Ahed of the review, marine insurer Gard had

After the legal review, the IRR will now undergo further review by the DMW, MARINA and other

commented: “The Magna Carta aims to align

government agencies before being finalised for signing,

domestic legislation with international conventions

publication and implementation. Once enforced, it is

such as the Maritime Labour Convention (MLC)

expected to provide clear guidelines for carrying out

and the International Convention on Standards

the Magna Carta’s provisions.

of Training, Certification and Watchkeeping for

10

“The law was developed partly in response to the

The DMW and MARINA emphasise that these

Seafarers (STCW), to ensure that Filipino seafarers

collaborative efforts in finalising the Magna Carta’s IRR

have protections and opportunities in line with

reaffirm their commitment to protecting Filipino seafarers’

global standards.

rights and advancing the maritime sector. l

Ship Management International

Issue 113 January/February 2025

Notebook

InterManager elects new President

I

nterManager, the international association for the

Sebastian von Hardenberg, a law

ship management sector, has elected Sebastian von

graduate, joined the Schulte Group

Hardenberg as President.

in 2005 and served as CFO of BSM

Sebastian is CEO of Bernhard Schulte Shipmanagement

from 2015 before being appointed

(BSM) and was elected by members of InterManager’s Executive Committee during the association’s Annual General Meeting in London this week.

An experienced negotiator, he has lobbied on behalf of

CEO earlier this year.

He succeeds Mark O’Neil, CEO of Columbia Group, who served as President for the past four years and pioneered InterManager’s General Principles of Conduct and Action.

InterManager members and the ship management sector

Thanking Mark for his service, Sebastian vowed to continue

during his term as Vice President and was instrumental in

InterManager’s campaign to raise standards across the ship

discussions with the European Union regarding the potential

management sector.

impact of EU-ETS and FuelEU on ship managers.

“I am honoured to have been elected as President of

During the same meeting Raal Harris, Chief Creative Officer of Ocean Technologies Group and One Ocean, was

InterManager and pledge to work proactively with our

elected as Vice President. Raal is a long-standing member

members and industry stakeholders to strengthen global

of InterManager and has been an active member of the

partnerships and foster forward-thinking solutions to the

InterManager Executive Committee for the past 10 years.

challenges we face,” he said. “InterManager is shaping

The Executive Committee also thanked Ajay Tripathi

the future of the ship management sector, and we firmly

of MMS Singapore who has stood down from the role of

believe that we are stronger and better together.”

Treasurer after 17 years. l

Notebook

Huge scale of Chinese orderbook revealed

T

o coincide with the start of Chinese New Year,

Ranking third was COSCO Shipping Development,

Veson Nautical unit VesselsValue looked back

who ordered 20 Bulkers last year, ranging from the

at the at the huge amounts of tonnage ordered

Ultramax to the Kamsarmax sub sectors and valued at

at Chinese yards in 2024, totalling an eye-watering $123bn, as well as at which Chinese shipowners ordered most.

USD 929 mil.

COSCO Shipping Bulk ranked fourth, spending USD 822 mil on 10 new vessels including 8x Newcastlemax

Newbuilding prices are at the highest levels since 2009 due to high steel prices, lack of yard availability and

and 2x ore carriers, scheduled to be delivered between 2026-2028.

demand, noted the analyst, adding that the supply and

In fifth place was China Shipbuilding Trading which

demand imbalance caused by the Red Sea crisis boosted

placed 22 new orders last year, valued at USD 778 mil with

sentiment and expectations for high earnings. This

their en bloc order of 22 Panamax newbuildings of 80,000

triggered owners to place orders across the Container,

DWT, scheduled to be built at Chengxi Shipbuilding and

Tanker and LNG sectors.

delivered between 2027-2028.

Tankers were the most popular vessel type ordered

Seacon Shipping Group also deserved an honourable

at Chinese yards in 2024 with 526 new vessels ordered,

mention, ranking second in terms of vessels numbers with

valued at USD 27.4 bn. Throughout 2024, Tanker

26 new orders placed, which mainly consisted of Tanker

newbuilding prices were at the highest levels since

newbuilding projects, valued at USD 738 mil. l

2009 due to high steel prices, lack of yard availability, and demand. The supply and demand imbalance caused by the Red Sea crisis boosted sentiment and expectations for high earnings. This triggered owners to place orders across the key sectors i.e. Tankers, Bulkers, and Containers.

In second place was the Bulker sector with 430 new vessels ordered, worth USD 17.7 bn. Ranking third in terms of the number of vessels is the Container sector, with 298 new orders placed. However, the value of these orders far exceeds any other sector, worth USD 46 bn; this comes as values for this sector saw significant gains over the past year, across all sub sectors and size ranges.

However, Container newbuildings rose the least, making them appealing investments despite the time lag.

For example, values for Post Panamax newbuildings of 7,000 TEU rose by c.14.45% from USD 101.99 mil to USD 116.73 mil. In contrast 20-year-old Post Panamaxes rose by as much as c.114.99% year-on-year from 20.62 mil to USD 44.33 mil.

Of the top Chinese companies ordering vessels last year, China Merchants Shipping ranks first, with contracts agreed for 28 new vessels—worth an impressive USD 4.4 bn. This investment is mainly in the Tanker and LNG sectors, which each accounted for a share of c.33%, but also included new orders for Bulkers and Vehicle Carriers.

In second place with a spend of USD 3.06 bn was COSCO Shipping Lines with 18 New Panamax Container vessel orders ranging from 13,400- 14,000 TEU.

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Ship Management International

Issue 113 January/February 2025

Notebook

Maersk and Hapag-Lloyd launch Gemini Cooperation

O

launched their new operational collaboration

standards in terms of sustainability and advance

Gemini Cooperation. The teaming was

the companies’ ongoing decarbonisation efforts.

announced last year after MSC signalled its intention

“Thanks to our effective hub & spoke operating

to end its 2M alliance with Maersk and operate

system, we can deploy larger vessels and thus

its own standalone East/West Network, also as of

simultaneously optimise speed, reduce idling times,

February 2025.

and thereby cutting down on carbon emissions.

n February 1, Maersk and Hapag-Lloyd

Maersk and Hapag-Lloyd say their ambition with Gemini Cooperation is to deliver a flexible and interconnected ocean network with industry-leading

The Gemini network will also set new industry

All of this saves our customers a lot of time and resources,” Jansen adds.

The transition period is expected to last until

schedule reliability above 90 percent once fully phased in.

late May, with vessels phasing into the new network,

Around 340 vessels will be phased in and be a part

and out of the expiring agreements that Maersk and

of the two lines’ shared ocean network with the first

Hapag-Lloyd have with other carriers. June will be the

sailings taking place on February 1, followed by more

first full month in which the network is fully phased in

vessels gradually sailing on the new schedules.

with all vessels sailing on Gemini schedules.

“We are now ready to commence the phase-in

Maersk and Hapag-Lloyd’s shared network covers

of the new network. Over the last year, we have

East/West trades and will consist of 29 efficient ocean

carefully planned this to ensure that all our customers

mainliner services supported by an extensive network

experience a smooth transition into the new network.

of 28 agile, intraregional shuttle services.

With its innovative design, we believe our customers

The new Gemini network will comprise 57 services

will benefit from increased reliability, flexibility and

deploying around 340 vessels of 3.7m TEU capacity,

more competitive products,” says Johan Sigsgaard,

including 29 mainliners and 28 inter-regional shuttles

Chief Product Officer of Ocean at Maersk.

(Europe: 13; Asia: 10; Middle East: 4; Americas: 1).

“Launching the new network is a great opportunity for

As announced in October 2024, the Gemini network

all of us,” says Rolf Habben Jansen, CEO of Hapag-Lloyd.

will re-route via the Cape of Good Hope and only

“With our targeted schedule reliability, we will satisfy

return to the Red Sea once it is safe to do so. Following

one of our customers’ most important needs even better

Hapag-Lloyd’s departure, THE Alliance has been

and set a new quality standard in the industry. Together

renamed the Premier Alliance (ONE, HMM, Yang Ming),

with our operating partner Maersk, we are focused on

while largest grouping the Ocean Alliance (CMA CGM,

delivering on our 90% schedule reliability promise.”

COSCO, OOCL, Evergreen) remains unchanged. l

Issue 113 January/February 2025

Ship Management International

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Notebook

Regulatory waves: How to stay afloat in a sea of rules

I

n January 2025, ITIC hosted the AGM of

out that they had issued a fleet circular in 2009 and

Intermanager, featuring informative panel

considered it a case of crew negligence, which was

discussions from leading shipping executives. The

excluded under the BIMCO management agreement.

first discussion focused on the upcoming challenges

The owners disagreed, maintaining that proper

to the ship management industry. ITIC’s takeaway

regulatory updates should have been incorporated

was that the regulatory landscape is extremely

into the SMS.

complex, yet it can create a competitive edge for

In another case, also in California, a ship trading

ship managers with the right risk management.

to US ports violated California’s 2017 ballast water

We are well aware of the many regulations

regulations. Per previous rules, the crew conducted

introduced over recent years. However, it is not only

deballasting 50 nautical miles offshore, unaware that

the vast number of these regulations to keep track

the revised regulation required deballasting at least

of and assist your owners in integrating their ships

200 nautical miles from the California coast. While

to be compliant, but also the varying nature of their

authorities had issued circulars and the ship’s P&I

application. One panellist noted, for example, that air

Club had published updates, the managers had not

regulations in Oregon are very different from those in

incorporated the change into the vessel’s ballast

California. ITIC has seen claims to back this up.

water plan.

In July 2011, a CARB inspector boarded a ship

When questioned, the Master admitted the crew

managed by an ITIC member at the Los Angeles

was unaware of the new regulation. The authorities

Terminal and questioned the Chief Engineer about

fined the owners $280,000, later reduced to $215,000.

compliance with the 2009 CARB regulations, effective

The owners then sought to recover the amount from

from 1 July 2009, which required switching main

the ship managers, arguing they should have ensured

engines, auxiliary engines, and boilers to low-sulphur

compliance by updating the ship’s ballast water

fuel in Californian waters. The Chief Engineer was only

management plan.

aware of the 2007 regulations, effective 1 January 2007, requiring auxiliary engines to switch fuel.

When the Master checked the Safety Management

14

By Robert Hodge, General Manager at ITIC

The discussion also touched on the future of ship emissions regulations in the USA. There is uncertainty about whether the USA will adopt a system similar to

System (SMS), the 2009 requirement was not

the EU ETS and FuelEU regime or create a different

mentioned. After the CARB inspector reviewed the

system. Different states, such as California and Texas,

ship’s records it confirmed that the ship had called

may have varying approaches.

at Californian ports 17 times between 2009 and

The view of the panel was that global uncertainty

2011 without switching fuel for the main engine

can give managers the competitive edge, as owners

and boilers. CARB imposed a $283,500 penalty on

turn to them for their professional expertise.

the ship’s owners. The owners claimed against the

However, this is only possible if managers can keep

managers for negligence, arguing they had failed to

on top of regulatory changes and disseminate them

update the SMS. The managers, however, pointed

to the fleet. l

Ship Management International

Issue 113 January/February 2025

Notebook

Navigating the emissions risk with LR OneOcean solution

Risk Manager FuelEU

T

he maritime industry faces increasing pressure

also staying ahead of changing regulatory thresholds.

to reduce greenhouse gas emissions and some

Without automation and centralised data management,

of the most advanced emissions regulations for

the risk of errors, misreporting, and non-compliance

shipping are from the European Union (EU).

With evolving regulatory frameworks like the

The consequences of non-compliance are severe. Ships

European Union’s Emissions Trading System (EU ETS)

failing to meet FuelEU requirements will face substantial

and FuelEU maritime regulations, ship managers must

penalties per tonne of excess emissions, and repeated

navigate these complex compliance requirements.

breaches may result in bans from EU ports. Given that the

FuelEU Maritime introduces several key aspects.

Annual GHG intensity limits mandate that ships must progressively reduce their carbon intensity, with

regulation applies to all vessels entering EU waters, no international operator can afford to ignore it.

For ship managers, managing compliance without a

increasing stringency over time. Compliance pooling

dedicated software solution is virtually untenable due to

and banking allow vessels to trade compliance

the sheer complexity of the regulation.

surpluses or deficits, adding a market-based

To help meet these requirements Lloyd’s Register

complexity. Monitoring, reporting, and verification

OneOcean (LR OneOcean) has launched Risk Manager

(MRV) require a granular tracking system for fuel

FuelEU, an innovative module designed to enable

consumption and emissions data.

ship managers, owners, operators, and charterers

Relying on manual processes or disparate systems to manage these obligations is impractical. Ship managers must continuously monitor fuel blends, emissions outputs, and efficiency improvements across fleets, while

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significantly increases.

Ship Management International

Issue 113 January/February 2025

to seamlessly manage their FuelEU compliance and strategy within a single platform.

It is part of Risk Manager, an all-in-one solution for simplifying compliance and managing emissions risks

Notebook

across entire fleets. Risk Manager ensures efficient

“The system is plug-and-play; after signing the

management of a company’s compliance balance and

contract, you get access to the platform. You can set up

penalties, by offering a single platform that delivers

users, assign permissions, add vessels, create fleets, and

a full lifecycle approach to emissions management,

we’ll start ingesting data immediately if using our pre-

offering pre-voyage insights, real-time monitoring, and

set formats, or shortly after setting up custom ingestion

post-voyage analysis.

pipelines based on your internal data format.”

Risk Manager FuelEU, alongside Risk Manager’s

Early feedback from prospective clients who have

existing EU ETS module, allows users to simulate, plan,

engaged with the system has been positive. “Overall,

and monitor their compliance with the EU’s FuelEU

the feedback suggests that the platform is considered

Maritime Regulation and EU ETS requirements.

to be a comprehensive, user-friendly and valuable

By integrating these capabilities, Risk Manager offers

tool for managing FuelEU and ETS compliance, with a

a comprehensive solution to emissions management,

unique approach that sets it apart from other solutions

saving users’ time, reducing costs, and helping them

in the market,” says Hooper. l

avoid financial penalties for non-compliance.

“With its unique approach, wide breadth of functionality, and engaging user experience, Risk

For more information about Risk Manager FuelEU, please visit LR OneOcean: https://www.oneocean.com/

Manager FuelEU provides the industry with a complete toolset to actively manage the impacts of FuelEU regulations from start to finish,” says Barry Hooper, Vice President of Product and Technology, LR OneOcean. “This, combined with Risk Manager’s EU ETS module, provides the industry with the complete solution for emissions management under the European Unions ‘Fit for 55’ legislation.”

The new module actively manages and optimises the GHG intensity and compliance balance of vessels by simulating and monitoring fuel types and consumption.

Users can make informed decisions about fuel choices, enabling them to holistically manage their FuelEU strategy while optimising the commercial outcome of voyages. Automatic import of Noon Reports to provide real-time emissions data and exposure profiles is also available through the Risk Manager software.

“Risk Manager FuelEU is designed to be very easy for ship managers and operators to implement and use. The system operates on a user-driven subscription model allowing companies to add and remove vessels as needed,” explains Hooper.

The module is designed for a quick setup, allowing users to get up and running shortly after signing the contract. “For data ingestion, we have built pipelines for industry standards like Smart Maritime Network, Energy Leap, and IMOS. If custom data formats are needed, our team can quickly develop solutions,” Hooper adds.

Issue 113 January/February 2025

Ship Management International

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InterManager Outlook InterManager kickstarts 2025 with enthusiasm Capt Kuba Szymanski, Secretary General of InterManager, outlines how InterManager is working at the highest level to ensure its members’ voices are heard

I

nterManager has had a busy start

external stakeholders, to build a better

through the ship managers adds

to 2025. We held our Annual

ship management sector across the

avoidable fees and security requests.

General Meeting in London in

world. Raal has pledged to ensure that

We are also vocal about the fact

January where we elected and re-

our Associate members have a strong

that penalising the ship manager as the

elected members to our Executive

voice within our association and play

relevant polluter opens up avoidable

Committee. We now have 15 active

a more active role in furthering the

litigation. The ship manager is the facility

members forming this committee,

organisation’s aims.

manager, not the factory owner – we do

elected from our ship and crew

Getting straight down to business,

not have a say in any relevant decisions

manager members and from within

the InterManager leadership team has

which materially affect the environmental

our associate membership.

addressed our members concerns with

impact of a vessel, such as the selection

proposed regulatory changes. This year

of the engine, which fuels are procured,

met and elected Sebastian von

is a pivotal one for global shipping as it

trading area, and speeds. This is all

Hardenberg, CEO of Bernhard Schulte

endeavours to put together its net zero

decided between the owner and the

Shipmanagement (BSM), as our new

framework to meet the IMO’s ambitious

charterer, and ship managers are not

President to serve for the next two

decarbonisation goals.

even consulted.

The Executive Committee then

We are very active currently liaising

years, with Raal Harris, Chief Creative

Acting on behalf of the global

Officer of Ocean Technologies Group

shipmanagement sector, InterManager,

with stakeholders and regulators

and One Ocean, elected to take

has submitted a proposal to the

to ensure they understand the

over Sebastian’s previous role as Vice

next meeting of the IMO’s Marine

various roles within the ship owning,

President. We also said goodbye and

Environment Protection Committee

managing, chartering and bareboat

thank you to longstanding ExCom

(MEPC83) to suggest important

spheres, and to get their support for a

member AJ Tripathi who has stepped

changes to the wording of its proposed

clearer and more workable proposal.

down from his role as Treasurer.

legislation in order to better define

Recently our President met with

the “responsible party”, highlighting

Singapore’s IMO representation, and

that currently the proposal does not

further discussions with other nations

properly achieve the ‘polluter pays’

are in the pipeline.

principle and potentially exposes future

InterManager members are

national implementing acts to litigation

encouraged to be actively involved in

by ship managers.

our association, and we are pleased

This is important to our members

to see this commitment continuing in

and to our owner clients too. For

2025. It is through these collaborative

example, at present we risk one

actions that we ensure our members are

defaulting ship adversely impacting

able to speak knowledgeably and with

all the vessels within a manager’s

one voice. To find out more about what

Presidency will involve collaboration,

portfolio, regardless of who owns them.

InterManager membership could do for

both within our membership and with

Unnecessarily routing these rulesets

your company, please contact me. l

Sebastian has outlined that his

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Ship Management International

Issue 113 January/February 2025

How I Work SMI talks to industry leaders and asks the question How do you keep up with the rigours of the shipping industry?

Karin Orsel Co-Founder and CEO of the MF Shipping Group, President of the European Community Shipowners’ Associations (ECSA), and Chair of ISWAN

“W

hen I am not presiding over meetings of

tanker segment, the company is recognised as one of the

Europe’s top shipowners, or running my

premium players in Europe, where its tankers are trading

tanker and dry bulk shipping company, or

for the top 10 oil and energy companies.

indeed promoting the importance of diversity in the global

As a CEO for more than 30 years, she has strived to

maritime industry as the recipient of the 2025 IMO Gender

achieve an inclusive culture at her company, recruiting

Equality Award, I can be found under water (diving),

diverse talent, offering mentorship opportunities and

dancing along to my favourite group ABBA, hiking in

actively supporting programmes and initiatives that

amazing countries like Ireland, and catching a good

promote diversity in the maritime industry. She previously

theatre production or getting lost in a really good book.

served as President of the Women’s International Shipping

“I have been to the ABBA Voyage show three times and it is amazing; it is just such a feel good show.”

Ms. Orsel began working in the industry aged 18 and

& Trading Association (WISTA International) and WISTA The Netherlands, in addition to being a member of the board of key maritime bodies, including the International

co-founded the MF Shipping Group aged 23. The ship

Chamber of Shipping (ICS), the International Association

management company has since grown from managing

of Independent Tanker Owners (INTERTANKO) and the

just six ships, to an impressive fleet with over 1,000

Royal Association of Netherlands Shipowners (KVNR).

seafaring crew members and 80 office staff. MF Shipping

She currently serves as President of the European

Group manages a diverse fleet of very wide-ranging

Community Shipowners’ Association (ECSA) and Chair

vessels. Its fleet comprises flexible product and chemical

of the International Seafarers’ Welfare and Assistance

tankers with capacities varying from 3,000 to 18,000

Network (ISWAN), leveraging her positions to advocate

DWT, flexible multipurpose ships, efficient self-unloaders,

for gender equality, seafarer welfare and sustainability

specialised cement carriers as well as a RoRo. In the

measures in the industry.

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How I Work

The whole issue of diversity is important to Karin,

the key component here because they are the ones who

equally when it also refers to disability, colour and creed

will need to work with the new fuels. New fuels, including

as well as gender. Indeed, when the IMO presented

biofuels, hydrogen, synthetic fuels, and ammonia, offer

her with the Gender Equality Award, members of

environmental benefits but also present safety challenges.

the assessment panel emphasised her “longstanding

How can we ensure their safety? That is key.

commitment to positive change, with true authenticity

“And how do we make sure we’re not overburdening

and courageously standing up for what she believed was

the seafarers either. For us here at MF Shipping, being in

right in the face of adversity.”

the tanker industry, we often have to deploy type specific

But as she acknowledges, while there is still a lot that needs to be done in driving in gender equity into shipping, there are other areas of discrimination that also need to be tackled.

Currently, having a disability may limit opportunities to

training for our seafarers. It must be carefully designed to avoid adding unnecessary stress.

“And while we are happy to work with the International Chamber of Shipping and the IMO, as well as other associated partners like the unions, we see

work as a seafarer due to safety and medical standards.

that Europe is regulatorily ahead of the IMO. But, at the

However, as the industry evolves and faces a shortage

same time, I know there’s good communication between

of seafarers, it’s crucial to embrace both technical and

representatives at IMO and the European Commission to

non-technical skills. With digitalisation and AI opening new

say, hey, how can we avoid a situation of double regulation

possibilities, people on the autism spectrum, for example,

or double taxation.

and without intending to stigmatise, may excel in areas

“So when it comes to the topics that are at the

like attention to detail and problem-solving, making them

top of our list of priorities, then you are talking about

exceptionally well-suited for certain roles on board. The

competitiveness of Europe, maritime skills, digitalisation

industry must become more open-minded, looking beyond

and sustainability dominating activity at the IMO in

traditional competencies and focusing instead on the

London, but the European regulators are ahead in their

potential and opportunities ahead when recruiting for new

work on these issues compared to other continents and

roles,” she said.

that is where the biggest challenge for us lies.”

The MF Shipping Group puts its money where its

Eschewing criticisms that the IMO is still dragging its

mouth is by employing up to 18 nationalities onboard its

feet on the big decisions that need to be made, she praised

vessels and 12 nationalities in its offices. “We all work

the work of the new Secretary General Arsenio Dominguez.

together, each bringing different values and perspectives.

“I think there’s a new wind blowing. We all have the

As an employer and as an industry at large, we have to

same dot on the horizon, but it’s just a matter of how we

appreciate that people come with different skill sets and it

get there within the time schedules we have in mind. This

must be about offering the right opportunities to attract

is the biggest challenge,” she added.

the right people. For example: we have a colleague at

“When it comes to the Green Deal, there is an

our office with hearing impairments. This person excels

expectation towards the ship owners. But we also need

in their role, but adjustments are necessary to help to

to look at the infrastructure and how the whole Green

perform at their best. This requires also adaptability from

Deal and the fuel transition is being financed. We need to

both themselves and colleagues. This colleague is now an

do this in cooperation with governments and all parties

integral part of our workplace culture, ensuring everyone

involved, she stressed.

can thrive and contribute their full ‘potential’.

So, rather than concentrating on a variety of alternative

Touching first on her role as President of ECSA, what’s

fuels, Karin believes the industry must prioritise the current

uppermost on her agenda and what are the issues that are

opportunities across for example three key streams. “The

dominating discussion in the industry?

real focus should be on scaling up these solutions, not

“The main challenge of course is alternative fuels and

merely investing in innovation and new technologies,” she

the regulations surrounding the environment such as the

said. “By committing to selected alternative fuels – with

Green Deal and Fuel EU. But while the industry may just

biofuels as one of the frontrunners – we can achieve far

be looking at energy transition, the workforce remains

greater environmental impact. A clear, targeted focus on

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How I Work

Hiking “in amazing countries like Ireland” are among Karin’s favourite pastimes

these fuels will send a strong, unified message to suppliers

fostering a culture where crew members feel comfortable,

and governments, making it clear that infrastructure and

also to speaking up.

strategic support are essential to enable a successful and

Touching on the big industry issues of fatigue at sea and criminalisation, Karin stressed that while everyone

sustainable transition.”

Moving onto the human element, the MF Shipping Group

in the industry needed to contribute to resolving these

has taken its responsibilities very seriously and launched

issues, this effort needed to be intensified if shipping was

its ‘Dare to Care’ programme, designed to highlight the

to attract the skilled future colleagues it needed. Drawing

importance of both social and physical safety and caring

an analogy with the aviation sector, Karin explained:

for each other. Karin Orsel explains: “Being involved and

“When pilots reach their flying hour limits and need rest,

active in the seafarer charity ISWAN, seafarer mental health

flights are delayed. Passengers may be frustrated, but they

and well-being always has always been high on my list of

understand the reasons. Similarly, if a flight is delayed,

priorities, but seafarers are seafarers. It is important to

pilots often try to make up lost time by flying faster, which

recognise that there are generational and cultural differences,

increases emissions.

but this does not mean that one generation is better than

“Similar to the aviation industry, a ship can also be

another. It is about being aware of these differences to work

delayed due to rest time abuses. Although this will

better together and support each other.”

have a negative impact on CO2 emissions, safety and

She emphasises the importance of aligning office and

crew wellbeing will always be top priority within our

vessel teams. Based on a safety survey conducted both

organisation. Regulations are strict, and when a seafarer

ashore and offshore, the ‘Dare to Care’ programme was

exceeds their working hours, it must be officially logged.

created. It will be launched at the Company Days in the

This isn’t just about compliance—it’s about protecting

Philippines this March, focusing on safety, mental and

both the crew’s safety and the environment. Logging

physical well-being, and cultivating a culture of respect

is crucial as it ensures transparency, accountability, and

and support. Key topics will include becoming Supportive,

provides managers with data to support and address

Accountable, Fair, and Empathetic (SAFE), as well as

safety issues effectively.” l

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Dispatches When geopolitics and trade collide After 50 years of ‘free trade’ backed by US hegemony, President Trump is moving the global economy towards a new era in which trade is balanced by tariffs, with no free lunches. What will this mean for sea trade and shipping? In an SMI exclusive, our regular columnist and maritime economist Dr Martin Stopford provides this historical and personal perspective.

L

et’s start with the priorities. In economic terms the USA

shipping companies will need a new style of personnel, as

is very wealthy, and its massive $820 billion defence

traditional crew sources dry up.

spending in 2023 makes its policies important, as they

currently are in Ukraine. But N America’s sea trade is only 9%

SHIPPING’S DIET OF CHANGE

of global imports and exports. East Asia is 46%. So we must

Will all this disruption change the maritime industry? The

view President Trump’s deal-making activities in perspective,

quick answer is that shipping lives on a diet of constant change

and not overlook the global economy which is heading into

- shipping cycles; global crises; and the occasional ‘new era’

an era that will transform the sea transport business and the

are just part of the business . So to get a sense of how this sort

companies in it.

of change work, let’s take a quick look at the three most recent

This has happened before. In the 1950s and 1960s shipping

examples, by reviewing the three eras shown graphically in

companies in UK, Europe, Greece, Scandinavia, and Hong

Figure 1. Era 1 was European imperial trade 1860-1940. Era 2

Kong went through a similar transformation, with big winners

was USA’s global free trade 1945-1990; and more recently Era

and even bigger losers. This paper sets out the case for the

3 started with China’s industrial growth 1990 to 2025. Note

approaching ‘new era’ and what it might mean.

there is a bit of overlap!

The problem is that the shipping industry is being slammed by a succession of tsunamis. Climate change is holding back investment because there are no convincing solutions; and it threatens the 40% of fossil fuels in sea trade. Digitalisation, which cannot be discounted, is discouragingly difficult and AI might produce winning solutions, but that’s not there yet either. Regionally the European Union, a big player in the Atlantic, has lost momentum and China’s economy, which has dominated shipping since the 1990s, is maturing. Both point to slower trade growth in future. Finally, growing prosperity and falling birth rates across the world suggest that

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Source (Figures 1 to 3): Martin Stopford

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Dispatches

ERA 1: EUROPEAN IMPERIAL TRADE

prospered and shipping entrepreneurs fine-tuned the new global transport system. Then in the 1970s trade was shaken

This era was built on technology. In March 1866 Alfred

up by the two oil crises, which triggered inflation, high interest

Holt set up the first liner service between the Atlantic and

rates, and a deep global recession in seaborne trade between

the S. China Sea. His three ground breaking steam ships

1975 and 1990 (see Figure 2). Sea import growth slowed in

were so efficient, they could carry a full cargo to Mauritius,

the 1970s and stagnated in the 1980s.

Penang, Singapore, Hong Kong and Foo Chow, loading a return cargo of tea. Other European shipping companies were close behind, serving the various European empires. Global

ERA 3: CHINA’S ‘BELT AND ROAD’ 1990-2020 The next era started as the Asian economies gathered

communications got started in the same year. In 1866 the first

momentum in the 1990s, notably China (see Figure 2).

sub-sea telegraph cable opened real time communications

They ‘kick started’ economic growth by exporting low-

between the UK and North America and cable traffic reached

cost manufactures, and importing cheap raw materials to

33 million messages in 1876. The Baltic Exchange soon

develop domestic infrastructure. Their growth model was

became the global market place. Then in 1869 the Suez Canal

devastatingly effective. They produced quality products to

cut the voyage from Europe to Singapore by 30 percent. In

customer designs, using cheap labour, in state of the art

less than a decade the building blocks of this amazing global

factories. Product was delivered by container, at rock bottom

transport system were in place, and year by year until 1945

prices, direct to customers like Walmart. The impact on

shipping companies refined and improved their cargo liners,

manufacturing in the Atlantic markets was devastating. These

transporting cargo and passengers more efficiently. Then in

maturing economies were supposed to switch into services,

the 1950’s and 1960s the whole system sank without trace,

but the many small manufacturing units that provided jobs

along with most of the companies, who ran it.

for young men and women who wanted a regular wage,were difficult to replace.

ERA 2: GLOBAL FREE TRADE 1950-1980 The next era kicked off at the Bretton Woods conference

The speed of this realignment between Asia and the Atlantic is clear from the statistics in Figure 3, which tells the

in 1944. It was convened by the United States and attended by 44 allied nations. By this time the USA was the ‘big dog’ and the allies, exhausted by war, gratefully grasped the new era of global trade, free of imperial interests. They set up the International Monetary Fund (IMF); the World Bank (previously IBRD); and GATT was established in 1947. Exchange rates were linked to the US dollar; and the restrictive European empires were dismantled, mostly in the 1950s.

As these changes took shape, multinationals mechanised sea transport systems. Now obsolete liners and tramps were replaced with much bigger ships, operating between specialised terminals. In rapid succession, supertankers, gas tankers, bulk carriers, chemical tankers and containerships hit the market. By the 1990s ‘real’ freight rates had fallen by 90% - great result! In this era of cheap commodities and even cheaper freight rates, sea trade grew at 4.2% per annum, reaching 3.9 billion tonnes in 1973 (see Figure 2). Trade

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Figure 2: World seaborne imports by region 1950-2020

Dispatches

story better than words. At the time of Bretton Woods, the Atlantic accounted for about 88% of seaborne trade, and the

Figure 4: Passenger car exports from China

Pacific was less than 12%. The Atlantic share fell below 70% in 1990 and 30 years later was below 40% (Figure 3). In a whole host of trades, not least shipbuilding, Asia became the dominant global force – a point Mr Trump has noted, but many other politicians have not.

CONCLUSIONS Of course, we must start with President Trump. He has the knack of homing in on his opponent’s ‘Achilles heel’, but many of the problems we face today cannot be solved by good transactions. The USA remains the dominant military force and Ukraine war is a test case which, at the time of going to press, had not been resolved. As far as tariffs are concerned, the task of rebuilding rust belt industry might be better suited to Mr Figure 3: Sea trade share 1950-2020

Musk, a man with an astonishing track record in manufacturing and a big investment in AI. But whatever happens in Ukraine, for shipping the next era

But Beijing, is well aware of this problem and has been working hard to diversify its export markets. In 2013 President

will be about finding a resolution to the tensions and problems

Xi announced that China planned to build a “twenty-first

which have accumulated in the past couple of decades. Here

century Maritime Silk Road” to enhance cooperation in

are a few possibilities:

Southeast Asia and beyond. This is broadening China’s

•

export markets. For example, much has been made of import

gradually reduces and demographic trends take their toll, but

duties on cars, but in 2024 North America was only 14% of

new trades will emerge, not just in green fuels!

China’s exports, and this is expected to fall to 9% by 2030.

•

Meanwhile, according to The Economist, China is increasing

looks like the next point on the Westline (see Figure 1 and

exports of conventional and electric vehicles to other countries

Figure 1.1 in my ‘Maritime Economics 3rd Edition’). After

(Figure 4). The Economist also reported in February 2025

standing in the wings for decades, they are now potential

that Chinese firms are expected to manufacture 2.5m cars

stars. It would be great to see this ancient maritime area

abroad by 2030, about half in Europe and the rest in the

recover its former glory.

developing world. For the economies of the Atlantic rebuilding

•

manufacturing capacity with AI would be a better way to

continue, as China and other Asian economies mature

create jobs than tariffs.

and technology opens new doors. Some will head back

A network of new ports is supporting their strategy. For

Sea trade will slow as the 40% trade share of fossil fuels

Western Asia, which includes India and the Middle East,

Geographic relocation of manufacturing Industry will

into the Atlantic.

example COSCO’s new mega port in Peru, due for completion

•

in a couple of years, will open direct trade between the S.

competitive in manufacturing. Politicians have been trying

Technology will make Atlantic economies more

China Sea and W. C. South America. Agricultural commodities,

to do this for decades, but digital control systems, AI

particularly soybeans, are another sensitive area. In 2024 soya

and improved transport services, especially short sea, to

exports from the USA to China were running at over 25 million

outlying areas will all help.

tonnes, but the draconian fall in 2018 showed China can play

•

hard ball too. Looking ahead, future global grain supplies are

distribution systems, providing direct delivery to local ports,

another issue, bearing in mind the key role of Russia and Ukraine

an ideal testing ground for for electric ships and event driven

in this trade. So the era 3 role of Asia, which has contributed so

digital logistics systems.

much to the maritime industry’s prosperity in recent years, left a

•

trail of geopolitical tensions in its wake.

reverse, but bigger small ships continue to add value. l

The deep sea arterial trades will merge into short sea

The trend to super-ships will probably slow, or may even

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Crew Management Seafarer wage trends revealed In Spinnaker’s 2024 Pay Survey

M

aritime people expert

trends and long-standing issues in

However, reviews don’t always

Spinnaker has published

seafarer remuneration. Here’s what

translate to pay rises. Despite overall

its annual Seafarer Wage

the 2024 report uncovered:

upward pay trends, pay freezes

Cost Survey, offering exclusive

A notable shift this year is the

persist in some companies, albeit

insights into the pay trends and

increasing importance of annual pay

marginally less than the 21% of

benefits for seafarers across all

reviews for seafarers. All respondents

companies that in 2023 forecasted

major vessel types. Analysing data

confirmed they conduct yearly

a pay freeze in 2024 for all Officers.

for a staggering 250,000 seafarers,

pay reviews, a 10% rise compared

In reality, Spinnaker’s report showed

provided directly by shipowners

to 2023, signalling a stronger

that 16% of companies froze the

and managers, this 2024 survey

commitment to fair remuneration

pay of their Senior Officers and 21%

represents a definitive benchmark

amidst global talent shortages. “This

of companies froze the pay of their

for the global maritime sector.

may not sound like news,” says

Junior Officers. More widespread pay

The findings, derived from

Reward Manager Sandra Brown,

freezes are predicted for 2025.

Whilst 74% of companies awarded

Spinnaker’s Seafarer Employers’

“but over the last few years, we have

Association, a membership group

seen a shift from a more laissez-

a raise of over 1.1% to Junior Officers,

comprising 50 shipowners and ship

faire approach – annual reviews for

this wage growth has not kept pace with

managers, highlight both emerging

seafarer pay are now universal.”

inflation. For Senior Officers, 73% of

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Crew Management

All [employer] respondents confirmed they conduct yearly pay reviews

companies awarded a rise of over 1.1%

saw in 2024. Just 5% of companies

in particular, are leading this

and they were more likely to receive a rise

are forecasting a rise of any more than

charge, maintaining consistent pay

of over 3% than Junior Officers or Ratings.

3% for Junior Officers and Ratings.

strategies regardless of nationality.

Looking ahead to 2025, a third of companies are forecasting a 2.1%–3% wage increase for Senior Officers,

Nationality-based pay structures declining

Only 45% of participants reported using nationality-based pay scales, compared to 54% in 2023.

Even 50% of non-cruise employers

Junior Officers and Ratings in 2025.

In a significant departure

Spinnaker says the number of

from tradition, fewer companies

say they are not differentiating pay

companies looking to pay more than

now differentiate wages based

based upon nationality. Spinnaker

a 3% wage increase in 2025 is less it

on nationality. Cruise operators,

queries whether this means levelling up or levelling down for particular nationalities and whether it means that some nationalities previously seen as ‘too expensive’ might now benefit or if that means they will simply have to accept lower wages to obtain employment.

Of course, pay differentiation has not gone away, the Survey’s findings reveal. Filipino Senior Officers on crude tankers, for instance, experienced relatively large year-onyear wage increases of anything up to 6%, but still earn less than their Polish, Latvian, and British counterparts.

Performance bonuses remain common for Officers, with 67% of companies paying them. Ratings continue to lag behind, with only 22% of employers extending bonuses to this group. On a positive note, the vast majority of respondents now provide essential benefits like medical coverage, disability benefit, and deathin-service payouts, regardless of rank.

Spinnaker says its survey underscores the changing dynamics of crew wages, shedding light on both progress and persistent challenges. With formal wage reviews now an annual exercise for all companies amid a growing focus on fairness and a highly competitive landscape, seafarer pay is expected to evolve rapidly in the next few years. l

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Crew Management

The future of crew management: Building an inclusive and resilient workforce

By Julia Anastasiou, Chief Crew Management Officer of OSM Thome

C

rew management is the cornerstone of a sustainable maritime industry. Over the past three decades, I have witnessed its

transformation from rigid, operational-driven structures to a more strategic, people-centric model.

The industry’s ability to attract, develop, and retain talent is directly linked to how well we adapt to evolving workforce expectations, embed Diversity, Equity, and Inclusion (DEI) into our practices, and embrace policies that support seafarers’ well-being.

2. Integrating DEI as a Core Component

Crew management today is no longer just about

of Crew Management

assigning personnel to vessels—it is about creating

A diverse workforce is an asset, yet in many

an environment where every seafarer, regardless of

maritime organizations, inclusion remains an ongoing

background or circumstance, can build a meaningful

challenge. Throughout my career, I have championed

career at sea.

DEI initiatives to bridge these gaps and create an industry where talent, rather than gender or

TRENDS SHAPING THE FUTURE OF CREW MANAGEMENT

To ensure real progress, companies must

1. Changing Workforce Expectations

move beyond policies and focus on practical

The aspirations of today’s seafarers are different

implementation:

from those of previous generations. Job security

•

remains essential, but many now prioritize career

underrepresented groups, coupled with career

development, well-being, and work-life balance. I recall

development programs tailored to their needs.

speaking with a young female cadet who was ambitious

•

about rising through the ranks but uncertain due to a

and training access that ensure merit-based

lack of visible role models. This highlighted the need for

career progression.

structured career pathways and mentorship programs

•

that cater to all seafarers, ensuring opportunities are

environments onboard and ashore, supported by

not just available but actively encouraged.

clear accountability measures.

Additionally, companies must recognize that

32

nationality, defines opportunities for advancement.

Diversity: Targeted recruitment of women and

Equity: Transparent promotion structures

Inclusion: Safe, respectful working

I have seen firsthand the impact of these

younger generations seek purpose-driven careers. Crew

efforts. One of the most rewarding moments in

management strategies should incorporate engagement

my career was mentoring a female officer who

initiatives that make seafarers feel connected to the

later became a captain—proof that with the right

broader mission of the organization, reinforcing their

support and opportunities, the glass ceiling in

sense of belonging and professional growth.

shipping can be shattered.

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Crew Management

3. Supporting Crew Through Flexible and Family-

to training. However, while digital tools enhance

Friendly Policies

efficiency, they should never replace the human

The traditional long-contract system, which often

connection at the heart of crew management.

isolates seafarers from their families for months, is

A balanced approach, where technology

becoming less viable in today’s talent-driven labor

supports rather than dictates decision-making,

market. A captain once shared with me how he had

is crucial to maintaining trust and engagement

missed his child’s first steps due to an extended

within the workforce. The goal should always

deployment—a sentiment echoed by many seafarers

be to leverage digital solutions in a way that

over the years.

complements, rather than overrides, the human

To build a resilient workforce, we need: •

Flexible contracts that offer rotational schedules

aligned with personal and family commitments.

•

Parental leave policies that support both male and

female seafarers in balancing career and family life.

•

element of crew management.

Mental health initiatives that provide counseling and

A CALL FOR INDUSTRY-WIDE COMMITMENT Crew management is no longer just an administrative function—it is a strategic priority that

peer support networks to help seafarers navigate the

determines the long-term success of the maritime

emotional toll of being away from loved ones.

industry. By adapting to workforce expectations,

Shipping companies that adopt these practices will

championing DEI, embracing flexible policies, and

see improved retention rates, stronger morale, and

leveraging technology in a way that enhances

enhanced operational efficiency.

human interactions, we can create a resilient, inclusive, and future-ready workforce.

4. The Role of Digital Solutions in Crew

The maritime industry is built on the dedication

Management

of its people. As leaders, we must ensure that every

Technology has undoubtedly streamlined crew

seafarer feels valued, respected, and empowered

management operations, from recruitment to career

to grow within the industry. The future of crew

tracking. The move from paper-based processes

management depends on our ability to create

to digital platforms has allowed for more seamless

an environment where talent flourishes, diversity

communication, efficient planning, and better access

thrives, and innovation drives progress. l

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Human Element: Crew Welfare

The critical role of sleep for seafarers The maritime industry operates under unique and challenging conditions where sleep and fatigue management are essential to ensuring safety, efficiency, and the well-being of crew members.

S

hift schedules, staffing numbers, and external

Data from the U.S. National Transportation Safety Board

factors such as poor weather or port calls, can

(NTSB) shows that 12% of the 394 accidents analysed between

all contribute to cumulative fatigue levels. Even

2001 and 2012 identified fatigue as a causative factor. Marine

one night of insufficient sleep can lead to declines in

accidents showed a 7% prevalence of fatigue-related incidents,

cognitive performance, resulting in lapses in attention

with nearly half of these occurring during late-night and early

and slower reactions.

morning hours when the body’s circadian rhythms naturally

Recent research by Bikram Bhatia at the World Maritime University reveals that 64.3% of seafarers admitted to

drive a need for sleep.

A report by The Royal Institute of Navigation in 2021

adjusting their work/rest records, often under pressure from

which looked into the effect of circadian rhythms on shipping

shore-based management. Over half of the respondents

accidents, highlighted that collisions and accidents frequently

reported being questioned about their records, with many

occur during these adverse circadian phases, when human

explicitly instructed to modify them. On large vessels such as

physiology struggles to sustain alertness and performance.

cruise ships, accurately monitoring the work and rest hours

These accidents, driven by fatigue, are not only more frequent

of thousands of crew members remains a logistical challenge,

but often more severe, emphasising the urgent need for

further exacerbating the problem.

better management of sleep and alertness at sea.

Despite regulations designed to protect seafarers’ rest,

“Fatigue is one of the biggest risks to safety at sea,” said

achieving adequate sleep remains an ongoing challenge. The

Stephen Hunter, Fleet Manager at Britannia P&I Club. “When

consequences of fatigue extend beyond personal health,

Crew members are tired, their ability to process information,

affecting workplace safety, operational effectiveness, and the

make decisions, and react quickly in emergencies is severely

industry’s overall reputation.

impaired. This applies across all ranks, from junior crew to

Fatigue has long been recognised as a contributing factor in maritime accidents. Indeed, in a study published

senior officers.”

Inadequate sleep doesn’t just affect individual performance

in 2024 from the World Maritime University, funded by the

– it compromises the safety of the entire vessel. When one

International Transport Workers’ Federation ( ITF) Seafarers’

person is fatigued, the ripple effects can disrupt operations,

Trust, 93% of respondents agreed that fatigue is the most

increase the risk of errors, and place additional pressure on

common safety-related challenge onboard.

other crew members.

Ronald Spithout, Managing Director of OneHealth by VIKAND

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Stephen Hunter, Fleet Manager at Britannia P&I Club

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Human Element: Crew Welfare

The impacts of sleep deprivation extend beyond slower

members gaining an average of 35 additional minutes of sleep

reaction times and impaired decision-making. Chronic lack

per day and achieving better alignment of their internal body

of sleep can lead to increased risk of accidents, strained

clocks. These outcomes not only reduce fatigue-related risks

teamwork and health problems.

but also enhance overall well-being and performance.

Addressing fatigue in the maritime industry requires a

This was echoed by Ronald Spithout, Managing Director of OneHealth by VIKAND, which provides health management

comprehensive strategy that integrates technology, regulatory

solutions to the maritime industry. He observed: “Fatigue is

compliance, and a cultural shift towards prioritising seafarers’

not just an operational risk; it is a human health crisis within the

well-being. Strengthening enforcement mechanisms, investing

maritime industry. Chronic sleep deprivation doesn’t just lead

in innovative tools, and ensuring adequate staffing levels are

to accidents - it impacts the long-term physical and mental

critical. “Equally important is fostering an environment where

health of crew members, and this has a direct impact on their

seafarers feel empowered to adhere to rest requirements

performance and well-being.”

without fear of coercion or reprisal,” added Mr Spithout.

While regulatory frameworks such as MLC 2006 provide

Sleep deprivation undermines cognitive functions such as decision-making, memory, and alertness, while also

a foundation for managing this challenge, bridging the gap

affecting physical performance. Over time, chronic circadian

between policy and practice is crucial. By embracing innovative

misalignment and sleep deprivation are linked to significant

solutions and cultivating a culture of care, the industry can

health risks, including cardiovascular disease, diabetes,

mitigate the risks of fatigue, safeguard its workforce, and chart

obesity, and mental health disorders. For seafarers, who

a safer, healthier future for all seafarers.

work long hours under demanding conditions, these risks are

To address the challenges of maintaining adequate rest

compounded by insufficient opportunities for meaningful rest.

at sea, Britannia P&I Club offers practical guidance using the

Adults typically need 7-8 hours of uninterrupted sleep

‘REST’ concept: R – Respect: Respect your colleagues’ rest periods. Unless

within a 24-hour period; however seafarers face unique challenges due to shift work, time zone changes, and the

it’s a genuine emergency or safety concern, avoid disturbing

demands of life onboard. When sleep is compromised, fatigue

crew members during their designated sleep hours. When

builds over time, leading to cumulative deficits that can have

disruptions occur, such as during emergency drills, ensure

serious consequences.

compensatory rest is provided.

Regulations under the Maritime Labour Convention (MLC)

E – Excess: Avoid activities that disrupt sleep, such as

2006 aim to address these challenges by establishing clear limits

consuming caffeine or heavy meals before bedtime. Screen

on work and rest hours. The MLC requires a maximum of 14 work

time can also interfere with the body’s ability to wind down, so

hours in any 24-hour period and 72 hours in a seven-day period,

minimise device use in the hours leading up to sleep.

or a minimum of 10 hours of rest per day and 77 hours per week.

S – Share: Communicate openly with colleagues about

Despite these guidelines, compliance remains a persistent issue.

fatigue. “If you’re feeling extremely tired, speak up,” says

“The MLC sets minimum rest hour requirements for a reason,” explained Mr Hunter. “It’s not just about compliance;

Stephen. “Your team can adjust workloads or offer support to help manage the risk.”

T – Timetable and Teamwork: Collaborate to create schedules

it’s about ensuring that every crew member has the mental and physical capacity to perform their duties safely.”

that balance operational demands with adequate rest periods.

Mr Spithout emphasised the systemic pressures

Optimising the sleeping environment is another critical

contributing to these challenges: “The maritime industry’s

factor for seafarers. To improve sleep quality:

culture needs to evolve. We must move away from expecting

•

Use high-quality mattresses and pillows.

crew members to compromise their rest due to operational

•

Ensure cabins are dark and quiet, particularly during daytime rest.

demands. Technology and better systems can help, but we also need a shift in mindset to prioritise health and safety.”

VIKAND points out that solving the issue of fatigue requires more than regulatory oversight and innovative

•

Maintain a comfortable temperature, ideally around 20°C, but adjust as needed.

“Small changes can make a big difference,” Mr Hunter

solutions, such as circadian-targeted lighting systems

advises. “When crew members feel rested, they’re better

developed by Circadian Positioning Systems (CPS), offer a

equipped to handle the demands of life at sea.”

promising way forward. These systems use biophilic smart

“Being overly tired compromises not only your safety

lighting, wearable sensors, and data-driven algorithms to

but also the safety of your colleagues and the vessel. A

optimise lighting conditions, aligning seafarers’ circadian

simple lapse in judgment or a delayed reaction can have

rhythms with their work schedules. Trials on cruise ships

catastrophic consequences. That’s why sleep is not a

demonstrated the effectiveness of this approach, with crew

luxury - it’s a necessity.” l

Issue 113 January/February 2025

Ship Management International

35

Data key to addressing seafarer safety concerns

Capt.

Kuba Szymanski at InterManager AGM

A

ddressing a seminar held before the January

monthly on its website, freely accessible to all. These

AGM of InterManager, the international

cover three main areas of industry concern: enclosed

association for ship and crew managers, the

space entry, lifeboat accidents, and slips & falls.

body’s Secretary General Capt. Kuba Szymanski issued

Overall, the results are far from reassuring.

an impassioned plea for better collection and use of date to quantify some of the important safety issues

ENCLOSED SPACE ENTRY

facing seafarers, the lifeblood of the shipping industry.

On enclosed spaces, definitely “something is not right,”

Only that way can major problems be identified and the

opined Capt. Szymanski. “Sixty eight percent of all deaths

effectiveness of corrective action be assessed.

are of senior officers, the people we promote.” How would

Data doesn’t lie, was his message. “I can tell you that I am slim,” he quipped, “but if you look at my BMI (body

any other, land-based industry react to such a high accident rate among its executive cadre, he pondered.

mass index) calculation you’ll know that isn’t case!”

Along with other shipping industry stakeholders,

And with InterManager’s members responsible

InterManager took part in a webinar held in December,

for looking after as many as 90% of the world’s crew

organised by The Nautical Institute, that aimed to find

members, it’s only appropriate that the association should

solutions to prevent enclosed space accidents. Although

ask: “Are we doing a good job with our safety on ships?”,

best practice guidelines are in place, accidents in enclosed

he added.

spaces caused by lack of oxygen or the presence of

Some answers can be gleaned from the safety statistics

poisonous gasses continue to occur far too frequently,

that InterManager has for years been collecting from its

with devastating consequences for seafarers and their

members and the wider shipping industry and publishing

families, listeners heard.

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Maritime Safety

In response, the maritime industry has united to take action, forming a joint industry initiative aimed at education, with the ultimate goal of reducing and, ideally, eliminating these accidents. InterManager is proud to have played a leading role in galvanising action on the issue.

How hard would it be to take concrete action to prevent such incidents - for example by having meters giving readouts of atmospheric conditions inside such potentially deadly spaces installed outside, to prevent any unwitting entry – some observers queried.

LIFEBOAT ACCIDENTS, SLIPS & FALLS Ongoing lifeboat safety incidents are similarly alarming, continued the InterManager Secretary General. “In December there were 52 reported by Panama alone,” he said.

‘Ergonomic’ factors in launches and drills are the most common immediate cause of lifeboat incidents, according to InterManager statistics. These include cases of a seafarers being hit by a handle, crushed between boat and hull, having their hand stuck between blocks and wire, falling overboard while handling… and more.

How ironic that equipment intended to protect seafarers actually is causing them harm, Capt. Szymanski mused – a situation comparable to that of enclosed spaces where confusion over the IMO regulation introduced in 2011 requiring breathing apparatus to be used seems to have actually contributed to increased fatalities since then.

Regarding slips and falls, again there is no statistical evidence of declining frequency, although InterManager number-crunching has at least been able to identify in which parts of the ship these happen most often, allowing those companies and Captains mindful enough to warn crew of potential ‘black spots’ and take whatever preventative measures possible.

CRIMINALISATION AND DETENTION Criminalisation and unlawful detention of seafarers is another aspect of maritime safety that increasingly requires attention, the InterManager Secretary General continued, referring to cases such as the Galaxy Leader. It is for this reason that the association has begun collating data on that category of incident as well, urging members of the shipping industry to report instances of their seafarers being unjustly treated.

Announcing the new initiative in January this year, Capt.

Szymanski explained: “There is a concern within the shipping industry that seafarers are being unfairly detained when authorities find something wrong with their ship, often when drugs are found onboard but also in other circumstances. Most frequently senior officers are detained, although the whole crew can be, and held without charge for long periods of time and often without any proper legal representation or assistance.

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Maritime Safety

“There is growing recognition across the shipping

jail without trial in Mexico. He was charged with “negligence

industry that this situation needs to be addressed,

in failing to be aware that the ship he commanded may have

including at the IMO. InterManager, as part of the Human

been carrying prohibitive substances” after 240kgs of cocaine

Element Industry Group and as an IMO NGO, has stepped

was found buried in his ship’s coal cargo during discharge. The

up to collect meaningful and useful data that can be used

drugs were discovered by an alert ship’s officer and reported

to inform discussions on this issue.

by the Master to the authorities after he had immediately

“Let’s see what the scale of the problem is,” he continued.

stopped cargo work. The whole crew was arrested by armed

“We’re calling on all shipping professionals and maritime

military forces and held for three months, while Capt. Lasota

colleagues to share their knowledge with us to ensure the

was incarcerated for longer, facing a possible 20 years for

information we compile is as comprehensive as it can be,”

drug trafficking. His family campaigned hard for his release,

Early statistics dating back to 1989 collected by

supported by the Cypriot and Polish Governments and maritime

InterManager suggest that that the number of cases has

organisations such as InterManager. He was eventually released

increased, peaking in 2023 at 23 cases, with a further 17

from a harrowing jail term of 592 days without charge, in poor

in 2024. In 63% of cases the ship’s Master was the one

health, and having lost four stones in weight.

imprisoned. Tanker crew represent the most frequent

Such a situation is unacceptable, the InterManager

vessel type on which arrests occurred (29%), followed by

Secretary General fumed. After all, “everyone makes mistakes,

Bulk Carriers (19%), and General Cargo vessels (14%).

but when that happens [aboard ship], colleagues at sea are

Cases are most frequent in Asia, with a significant number

blamed, not the people at the top of the organisation. We fine

occurring in both Europe and the Americas.

them, jail them… turn our backs on them!”

InterManager relates on its website one notable case where Polish Captain Andrzej Lasota who spent two years in

Hardly a good advertisement for a career at sea, to put it mildly. l

SEA-CARE initiative launched to enhance data-sharing

I

nmarsat Maritime, supported by association Maritime London, has established SEA-CARE as a new panindustry working group to study how pooling

information can improve maritime safety.

Co-chairing the initiative are Inmarsat Maritime’s VP of Safety & Regulatory, Peter Broadhurst, and Jos Standerwick, Chief Executive of Maritime London.

One inspiration of the initiative has been Inmarsat Maritime’s annual ‘The Future of Maritime Safety’ report,

Peter Broadhurst

which analyses Global Maritime Distress and Safety System (GMDSS) call records and is now in its sixth year of accumulating data. This data is seen as a vital record of

Brokers’ Association, the International Maritime Rescue

real incidents involving perceived danger, analysis of which

Federation, the IMO, and the International Transport

can provide insights into best safety practice.

Workers’ Federation. Together, the attendees evaluated

“While distress call data provides valuable information,

how other datasets could be integrated to provide

the reasons the calls are made are not always clear from the

a more holistic view of maritime safety, including

data,” says Peter Broadhurst. “The volume of calls year on

information from flag states, the IMO, insurance brokers,

year is persistently high, and a high proportion also turn out

and shipping companies.

to have been unnecessary. If we enriched GMDSS data with

At its next meeting, SEA-CARE has set itself the twin

this information, for example, our industry could implement

tasks of nominating a Top Five list of safety issues facing

preventive measures to reduce the call volume.”

the industry, and deciding which organisations to approach

A first meeting of the group brought together experts representing the London & International Insurance

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Issue 113 January/February 2025

about sharing data in order to gain better insight into safety risks. l

Maritime Safety

Saving of the Sounion

Sounion after the explosions

Under tow still alight

Operation successfully completed

ne of the most complex

Houthi fighters boarded the vessel and

something never attempted on a laden

and dangerous salvage

laid explosive charges, causing her to

tanker of this scale before - out of

operations occurred in the

catch fire.

range of possible further missile attack

O

second half of last year after the

UK-based risk specialist Ambrey

to a safe haven where the 19 separate

laden oil tanker MT Sounion had been

was appointed by the vessel’s insurers

fires could be extinguished, a process

disabled by Houthi missile strike in

to lead the commercial salvage in

that took three weeks. After inspection

the southern Red Sea on August 22.

order to avoid a potential oil spill ’four

that she was safe, patching of the

The crew were evacuated by a

times the size of the Exxon Valdez

cargo tanks and their pressurisation

French naval frigate the following day

disaster’ according to a US State

with inert gas, the vessel was then

following a distress call the vessel’s

Department statement. This entailed

towed north to Suez where the oil was

Capyain to EUNAVFOR, and then

towing the still-burning vessel –

safely removed and transferred. l

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Maritime Safety

ClassNK addresses growing fire risks of car carriers and Electric Vehicles

evacuation from vehicle carriers during fires in the ‘Risk Assessment related to the Safe Escape from a Car Carrier.’ It covers various risks, including thermal effects, and suggests countermeasures such

C

lassNK last December released guidance

as spraying water on the decks, installing thermal

to assist in the safe evacuation of crew

insulation under lifeboats, and adding evacuation equipment to

members from vehicle carriers in the event

the forward mooring decks.

of a cargo hold fire.

ClassNK has also set out requirements for granting

Additionally, it established the world’s first notation,

notations to vessels equipped with additional evacuation

‘AMEVC(EV)1,’ to indicate vessels equipped with

measures tailored to each vessel’s layout, and issued the

additional measures to facilitate safe evacuation.

‘Guidelines for the Safe Transportation of Electric Vehicles

Vehicle carriers often have accommodation areas and life-

(Edition 2.0).’ The first edition focused on the characteristics

saving equipment, such as lifeboats and liferafts, positioned

of EV fires and fire response measures such as detection and

above cargo holds, with ventilation ducts for the holds located

prevention of fire spread, along with notation requirements for

close to the accommodation spaces. As a result, flames and

vessels implementing these measures. In the latest edition, new

smoke from a cargo hold fire can affect these critical areas and

insights on evacuation have been added, making the guidelines

evacuation routes, posing evacuation challenges and potentially

more comprehensive.

ClassNK says it is committed to contributing to the safe

compromising crew safety.

In collaboration with shipping companies and shipyards, ClassNK has compiled the risks and countermeasures for

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Issue 113 January/February 2025

maritime transport of EVs through the establishment of appropriate standards and certification. l

Maritime Safety

Lloyd’s Register study warns of ‘alarm fatigue’ on bridge

Duncan Duffy

in open seas has increased by 197% in less than

T

the research. There are currently no regulatory instruments

two decades as an unintentional byproduct of

mandating justification of the safety credit claimed by alarms.

digitalisation. This can create ‘critical alarm flooding’

The study also demonstrates the advantages of alarm

on the ship’s bridge which in turn leads to poor

systems, and how they can support crews both during

decision-making, revealed a Lloyd’s Register (LR)

normal operations and in demanding situations. It also

research report issued late last year.

asserts that alarm frequency should be better monitored

he number of bridge alarms whilst vessels are

The number of alarms onboard ships should therefore be rationalised to ensure they support officers’ and watchkeepers’ operational decision-making capabilities and

and controlled to ensure maximum utility is gained from the software.

Duncan Duffy (pictured), LR’s Global Head of Technology,

are not a distraction or irritation, the research conducted by

Electrotechnical Systems and Digitalisation, said: “This

LR concluded.

investigation reveals the unintended consequences of many

The investigation also revealed that there are 70% and 6%

uncoordinated alarm requirements being assembled together

more alarms in coastal waters and confined waters respectively

in a ship system. There is an obvious need for some alarms but

compared to 20 years ago.

confusion regarding necessary actions or uncertainty regarding

The research was carried out as part of LR’s ‘Alarm

root causes can lead or contribute to serious incidents. This

Management in the Maritime Industry’ report drawing on real-

comprehensive study represents a key step in addressing

world data gathered from 65 watchkeeping officers from 15

these challenges.”

ships operated by 10 independent companies. Data collected

Following the results of this investigation, LR and a selection

as part of the investigation was compared with the crew’s own

of partners have created an industry task force to research

perceptions of the impact of alarms on their work.

adjacent industry approaches

On the ships bridge, peak rates were found to be 74 alarms

and assess their suitability for

per hour in a situation requiring high levels of concentration of

managing alarm systems in the

the navigating officers. For engine room alarms, certain ship

maritime context funded by the

segments were experiencing an average of 2,500 machinery

Danish Maritime Fund.

alarms per day, with peak daily rates seen at 22,500.

Digitalisation of maritime operations has led to increasing

The research is part of LR’s Digital Transformation Research

numbers of technologies and sensors being fitted to ships,

programme, specifically designed

often with alarm functions. The excessive number of alarms now

to provide in-depth analysis of key

onboard often leads to ‘alarm fatigue’ and can adversely affect

opportunities and challenges for

officers’ operational awareness and performance onboard, says

maritime digitalisation. l

Issue 113 January/February 2025

Ship Management International

41

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Maritime Safety

Risk, requirements and regulation: Preparing for growing cyber threats

C

The need for cybersecurity in shipping is growing and owners must make informed choices, writes Angeliki Zisimatou, Director, Cybersecurity, ABS

yber incidents in maritime

from the internet or using only

This commitment to enhanced

are increasing in number

minimal connectivity reduces their

cybersecurity should be an

and sophistication, with

risk to an acceptably low level. This

ongoing effort.

new forms of connectivity and

assumption discounts the reality

new digital technologies creating

that 83% of organizations reported

carefully consider the cybersecurity of

additional risk for an industry that

at least one attack attributed to

new technologies in shipping and the

for a long time felt insulated from

insiders, normally employees,

ever-present risk stemming from the

direct, targeted cyber attacks.

whether intentional or otherwise.

long supply chain that connects third

To address these risks, the

All operators, regardless of size,

The industry also needs to

party equipment and system suppliers to operators.

industry has seen the implementation

should start from the same baseline,

of various regulations driven

but there are no restrictions on going

by industry-led initiatives, but a

further. All should, at the very least,

learning, IIoT, blockchain

global unified standard has yet to

have completed a risk management

technologies, and digital twins

be developed. Shipowners must

plan to understand their assets,

is clear, but some of these

address recent regulations while

associated vulnerabilities, and

applications pose technology risks

keeping an eye on the horizon for the

mitigating actions.

that have not been tested enough

development of a more substantial regulatory framework.

A major factor in building that

The potential of machine

to provide historic vulnerability

plan is understanding the human

data. The prospect of AI in shipping

factor and the risks that accrue from

is exciting to some, but do users

is that effective cybersecurity generally

the lack of training and awareness.

understand how it can be exploited

requires a risk-based approach,

Crew training in particular is critical,

for malign intent?

whereas most maritime regulations

as many crewmembers have not had

attempt to be prescriptive in nature

cybersecurity training and are not

available to shipowners, the role of

to better guide operators and assist

aware of the risks.

class as a source of impartial advice

Among the challenge for operators

them with implementation efforts. The

The most important step is not to

At a time of so much information

has never been more important. The

lack of common data formats and the

rely solely on the controls provided

first to issue guidance in 2016, ABS is

assumption that implementation of

by regulations to feel cyber-secure.

updating its cyber notations for new

minimum security control levels is good

Using them as a starting point, vessel

and existing vessels and introducing

enough can lead to compliance, but not

operators must acknowledge the

new flexible notations to enable

necessarily security.

necessity for additional measures,

compliance with multiple standards

which will inevitably require

depending on the needs of the

increased investment and resources.

vessel operator. l

Some vessel operators continue to believe that being “air-gapped”

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Maritime Safety

DNV issues safety guidance on autonomous shipping and alternative fuels

D

NV has launched a new

of autonomous shipping technologies,

Separately, DNV has issued

family of class notations,

in close cooperation with the flag and

guidance on safe use of methanol

Autonomous and Remotely

coastal states which hold ultimate

and ammonia fuel in the form of

approval responsibility.

a competence standard (ST) for

Operated Ships (AROS), which it says provide a framework for how

“Autonomous shipping, in all its

methanol and a recommended

auto/remote vessels can achieve

formats, is a key part of the future

equivalent or higher safety compared

development of shipping,” says Geir

Kirsten Birgitte Strømsnes, Business

to conventional vessels.

Dugstad, Technical Director (pictured

Development Leader in DNV Maritime

practice (RP) for ammonia.

above), Classification at DNV Maritime.

Advisory, says: “DNV’s Methanol

from remote control operation to

“With the AROS notations, we will

ST and Ammonia RP can provide

fully unmanned vessels, is seen as

see novel autonomous and remotely

the shipowner with an overview of

having promising applications in the

controlled pilot projects achieving

competence needs for the shipboard

maritime industry. Benefits could

at least the same safety levels as

crew, and assist in defining training

include improved safety, optimised

conventional vessels. When the

needs, crew planning and input

logistics chains, greater cargo capacity

technology from these pilots becomes

to manuals. The purpose of these

due to reductions in crew, increased

available for seafarers, features such

documents is to be used by shipowners

fuel efficiency, reduced emissions, and

as collision and grounding avoidance,

for onboard familiarisation and

reduced operational and maintenance

vessel lookup support, and remote

competence management, by maritime

costs, according to DNV.

machinery support can help improve

academies and training institutions to

safety and reliability.”

develop curricula and courses and by

Autonomous shipping, ranging

While these advancements

The AROS family of class notations

hold great promise, regulatory

third parties, as a reference document,

frameworks are still being developed.

covers four specific functions for

for certification or verification of

The IMO is developing a code for

autonomous ships – navigation,

learning programs and competence

Maritime Autonomous Surface Ships

engineering, operational, and safety

assessments in examinations.”

(MASS), expected to be voluntary

– and will also be distinguished by

DNV collaborated with OSM Thome

from 2025. However, this will not be

category (remote control, decision

and Northern Marine when developing

mandatory until 2032, driving the

support, supervised autonomy,

the ST and Amon Maritime, Azane Fuel

need for a developmental framework

full autonomy) and location of ship

solutions, Yara Clean Ammonia, Wärtsilä,

for related technologies.

control (onboard, off-ship, or hybrid).

Kongsberg Maritime and Bernhard

DNV believes its AROS notations

These definitions are in line with the

Schulte Shipmanagement/ Ula Ship

provide the industry with the necessary

current plans for IMO’s upcoming

Management when developing the

structure for the future development

MASS code.

ammonia RP. l

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Maritime Safety

Persistent tracking can transform safety at sea Capt. Steve Bomgardner, VP of Shipping & Offshore at Pole Star Global, discusses how reliance on AIS alone is not enough and persistent tracking has a crucial role to play in protecting vessels and crew.

T

he shipping sector is facing increasing operational

enough to navigate this complexity. AIS can be easily spoofed,

complexities and resultant dangers at sea. With

jammed or turned off by bad actors, to cover illicit activity such

unpredictable weather patterns, an emergent

as drugs, people, and contraband trafficking, along with the

shadow fleet and escalating dark ship activity, the

illegal ship-to-ship (STS) transfer of sanctioned oil and LNG.

presence of uninsured vessels, Red Sea targeting, and AIS

Additionally, the rise in attacks on shipping in the Red Sea

technology vulnerabilities, the continued reliance on AIS as

and Gulf of Aden is prompting ship masters to switch off AIS

a single source of vessel location data is undermining the

tracking to avoid becoming a target. Yet without robust and

safety of fleets.

reliable tracking, ships risk potentially devastating collisions

For some years, outside of Flags and shipping companies (that have always deployed persistent tracking solutions), the

that can lead to loss of life.

Over the last decade, the shipping sector has become

wider maritime sector has relied

increasingly reliant upon data. From voyage planning, weather

upon Automatic Identification

analysis & routing, voyage optimisation, emissions reporting,

System (AIS) to track

to advanced notice of arrivals, crews spend more time looking

and monitor fleets

down at computer screens than up and outside the bridge.

around the world.

This technology reliance is of course great when it works; but if

AIS alone, however,

the data isn’t trustworthy, the vessel, its crew, and profitability

is today no longer

will be at risk. The impact of delayed, spoofed, or non-existent AIS ship positions is significant in impacting safety, security, environmental, and sanctions compliance.

AIS is too vulnerable to safeguard shipping. A single source of tracking data does not deliver the rigour required. What is needed is a robust

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Maritime Safety

solution that overlays multiple tracking data sources, including AIS and secure point-to-point satellite tracking systems such as Inmarsat-C and Iridium. The addition of voyage plans when available and affordable EarthObservation (EO) data when relevant, as well as realtime analytics, transforms the accuracy and reliability of vessel location data.

This multi-layered persistent tracking solution overcomes AIS vulnerabilities to deliver a far more reliable tracking system. For crew, confidence in the ship’s position is key, eradicating guesswork.

For onshore personnel, any deviation in position from the planned route can be immediately flagged and investigated.

Accurate vessel position data worldwide allows ship owners to be significantly more proactive in mitigating the impact of immediate events on the crew. This is particularly key with the escalation of unpredictable weather events due to climate change.

For example, the recent drought in the Panama Canal has forced ships to wait weeks for passage, prompting ship owners to either make substantial payments for expedited access or arrange overland transport for their goods. Such decisions not only impact delivery contracts and costs but also extend the time crews spend at sea, potentially disrupting planned leave and overall crew management.

Moreover, incidents like the tornado or waterspout believed to have caused the rapid sinking of the yacht Bayesian underscore the critical need for reliable tracking in the face of climate change. Plus, increasing geopolitical threats and alerts about dark fleet activity further emphasise this importance of dependable tracking solutions.

Incorporating predictive analytics, artificial intelligence, and machine learning to accurately track vessels greatly enhances a ship owner’s ability to provide early warnings and alerts for potential dangers. This advanced approach also offers a deeper understanding of how events, such as the hazards in the Red Sea and issues in the Panama Canal, affect crew well-being.

Vessel crews are now 100% reliant upon data and, as the shipping industry moves towards an autonomous future, the accuracy of that data is paramount. With multiple, diverse vessel detection technologies feeding into live dashboards, both on-board crew and onshore support staff can be confident in their ability to avoid risk, mitigate danger and take the right decisions to safeguard vessels and crew at all times. l

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Ship Management International

Issue 113 January/February 2025

Alternative Viewpoint U.S. shipbuilding & security designs

By New York-based maritime analyst and journalist Barry Parker

I

n an early January, 2025 the Washington D.C.-based

and that means that the United States needs to seriously and

law firm Holland & Knight’s (H & K), posting on the

urgently re-orient and rebuild our maritime industry.”

firm’s Transportation blog, opined that: “Shipyards

Another lawyer speaking at HACC NACC was more

and shipbuilding lie at the intersection of two of

explicit. “After years of the U.S. government sitting idly by, and

President-Elect Donald Trump’s campaign promises:

letting the maritime industry in the United States disintegrate,

increasing national security and rebuilding America’s

fear has finally set in, because our friends at the Pentagon look

industrial base.”

at the overwhelming military and commercial power of China, and worry terribly, about whether the United States, in a direct

At Marine Money’s New Orleans conference in November 2024, held a week after Donald Trump’s decisive win in the

conflict in the Pacific… could sustain a military engagement for

Presidential election, the focus was all about the Jones Act and

any length of time.”

maritime companies serving the States. On one panel, lawyer

Then there’s that Trump Administration focus on the

John Imhof, a shareholder at Vedder Price, said: “There seems

Panama Canal. Maritime historians claim that the Canal’s

to a big tailwind in the U.S. flag”, and then mentioned the

original purpose back in those pre-World War I days was as a

‘Ships for America Act’ which was formally introduced into the

conduit for U.S. military vessels, its 32-metre maximum width

U.S. Congress a fortnight later. The aim of the Act, according

clearance (pre the 2016 expansion) tied to the beam of the

to backers, is to “address critical gaps in shipbuilding, maritime

largest U.S. battleships at the time. While the Canal Authority’s

workforce development, and the modernization of our

ability to artfully play the supply/demand game with its auction

commercial fleet”.

pricing has come up - drawing Trump’s ire or maybe jealousy, the President being steeped in extracting maximum rents in

Indeed, following Trump’s late January inauguration, Rep. Mike Waltz (Republican – Fla.), co-sponsor of the Act, was

his properties business- will have been an issue but so too the

confirmed as national Security Advisor. The bloggers at H &

increasingly close relationship of Panama with China Trump’s latest salvo seems to have had the desired effect.

K noted: “Waltz is a strong proponent of rebuilding America’s shipping industry in acknowledgement of China’s economic and

As a result of US pressure Panama has ceased its involvement

security power in this space.”

in China’s ‘Belt and Road Initiative’, which it joined in 2017, and Hong Kong-based Hutchinson’s Panama Port Company

The Act itself did not gain traction in Congress, but will be re-introduced in the 119th Congress, the new legislative

terminals at either end of the Canal will now be subject to audit

session, and is said to enjoy support from both sides of the

by the Panamanian authorities – although one U.S. Republican

House as well as solid backing in U.S. military circles.

politician fumed “we want action, not audits!” And there are U.S. claims, still unconfirmed by the Panamanian authorities at

Fast forward to February and the Hellenic American and Norwegian Chambers of Commerce conference (‘HACC

the time of writing, that charges levied on U.S. naval vessels

NACC’) in New York. Senator Mark Kelly - a U.S. Merchant

transiting the Canal will be dropped. In any event, the Trump

Marine Academy graduate who spent many years in the U.S.

administration will doubtless view whatever concessions

Navy - talked about shifts in emphasis when looking at the U.S.

emerge as not only a financial ‘win’ but as a big assist to

security landscape, saying: “Now we are focused on another

national security, one of America’s key intentions when first

near-peer adversary with a significant maritime footprint…

building the Canal. l

Issue 113 January/February 2025

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Regional Focus SINGAPORE REPORT

Maintaining strong growth momentum

Regional Focus: Singapore

Singapore’s annual vessel arrival tonnage, total tonnage of ships under its flag, container throughput, total bunker sales, and sales of alternative bunker fuels all reached record highs in 2024, while total cargo volumes handled at the Port of Singapore were also up year-on-year.

conveyed by the Minister of State

T

of its Open Innovation Hub in Singapore

for Law and Transport, Mr Murali

last year, and in January 2025 fellow

Pillai, speaking at the annual Singapore

classification society DNV announced it

Maritime Foundation (SMF) New Year

was basing the newly creating position

Conversations event in mid-January.

of Chief Operations Officer in the Lion

He said that despite strained global

Republic. Likewise, ABS is investing in

supply chains, Maritime Singapore had

expanding its services to customers

maintained strong growth momentum

across the South East Asia region out of

in 2024, and he looked forward to

Singapore, having recently established

continued steady growth in 2025.

an Electrification Centre in the city-state,

his was the positive message

Indeed, for the 11th year in a row Singapore ranked as the world’s leading

Notably RINA announced the set-up

adding to its existing Sustainability and Global Simulation Centres there.

International Maritime Centre (IMC) in

Innovation is another of Singapore’s

the Xinhua-Baltic International Shipping

strengths, with the number of start-ups

Centre Development Index, the Minister

under its Port Innovation Ecosystem

said, and is now home to close to 200

Reimagined @BLOCK71 (PIER71TM)

international shipping groups. Port of

scheme having grown from 17 in 2018 when

Singapore also holds the distinction of

PIER71TM was launched, to over 140 today.

being the world’s busiest transhipment

These start-ups have since raised over S$80

port, as well as the largest bunkering port

million in investments, with 10 start-ups

supplying over a sixth of the total fuel

raising close to S$17 million in 2024.

The Singapore Registry of Ships also

used by global shipping.

In recent years there have been concerns

enjoyed a record-breaking year in 2024.

that rising property prices and service costs

The total tonnage of ships under the

might be dimming the city’s appeal as

Singapore flag exceeded 100 million

an IMC. However, the Law and Transport

GT for the first time and reached a

Minister revealed that more than 30

new record high of 108 million GT, an

maritime companies - spanning the shipping,

increase of 8.5% from 99.6 million GT in

legal, insurance, shipbroking, and marine

2023. The Singapore Registry of Ships

tech sectors - established or expanded their

(SRS) remains one of the world’s top five

operations in Singapore during 2024.

ship registries.

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Issue 113 January/February 2025

Regional Focus: Singapore

Meanwhile, PSA pushes ahead with its groundbreaking automated Tuas Port development, intended to be able to handle 65m TEU upon completion of its four phases of development and to act as centre of an entire new marine and logistics ecosystem for the country. Eleven berths at the new port are now operational, with seven more berths to be operational by 2027, and reclamation works in Phase 2 of Tuas Port are about 75% completed.

Separately, PSA Singapore inked a Joint Venture partnership with Evergreen Marine Corporation (EMC) in November 2024, designed to improve synergies between the two and offer long-term terminal capacity assurance to EMC’s expanding containership fleet in Singapore.

Overall, Port of Singapore – including PSA terminals and Jurong Port - handled more than 40m TEU for the first time in 2024, finishing with 41.12m TEU compared to 39.0m TEU in 2023, year-on-year growth of 5.4%.

Transhipment accounted for some 90% of that total.

But perhaps Singapore’s most impressive role as an IMC and port is the one it is playing as champion and proving ground for alternative fuels, in line with its unwavering commitment to global decarbonisation goals. Sales of alternative bunker fuels in the port exceeded one million tonnes for the first time in 2024 to reach 1.34 million tonnes, a year-on-year doubling.

Specifically, the sale of biofuel blends grew from 0.52 million tonnes in 2023 to 0.88 million tonnes.

Biofuel blends of up to B50 are available commercially with trials of up to B100 on-going.

LNG increased from 0.11 million tonnes in 2023 to 0.46 million tonnes last year. An Expression of Interest was launched in December 2024 to explore scalable solutions for sea-based LNG reloading to complement the existing onshore LNG bunkering storage and jetty capacities and support the supply of e-/bio methane as marine fuel in Singapore. Methanol was available on a commercial scale and registered 1,626 tonnes, while 9.74 tonnes of ammonia was bunkered for the first time globally in trials in the port.

In April 2024, MPA established the Maritime Energy Training Facility (METF) to train the global maritime workforce in handling and operating vessels using clean marine fuels. The network of industrysupported training establishments is expected to be fully developed by 2026 and will train around 10,000 seafarers and other maritime personnel by the 2030s. There are currently 52 METF training partners comprising global marine engine manufacturers, international organisations, classification societies, trade associations, unions, and institutes of higher learning. Over 400 seafarers and maritime professionals have undergone training under the METF. Issue 113 January/February 2025

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Regional Focus: Singapore

SSA celebrates 40 years The year 2025 marks the 40th anniversary of the Singapore

“Today, the maritime industry stands at a pivotal point,

Shipping Association (SSA), a journey which the SSA

where decarbonisation and digitalisation are no longer

says has been defined by resilience, determination, and

aspirations but imperatives. As we look to the future, we

progress. The anniversary year’s theme, “Beyond Resilience,

see boundless opportunities to redefine our businesses and

Seize the Future” highlights how far the industry has come,

how our industry contributes to a more sustainable world.

and continue to thrive in the years to come.

“Together, we will

Caroline Yang, President of SSA, says: “SSA has come a

drive progress,

long way since our beginnings 40 years ago, first through

embrace change,

the merger of five shipping related associations into the

and inspire the next

Singapore National Shipping Association (SNSA) and

generation to lead

evolving into the Singapore Shipping Association (SSA) as

this industry into a

we know today. We grew from strength to strength, into a

thriving future.” l

diverse and vibrant shipping ecosystem and elevated our international standing through our work at regional and international maritime groupings.

“Our success today is built on the hard work of past presidents who led with courage, members, including committee chairs, who contributed whole-heartedly and supportive partners. We all collaborated with one goal in mind – to safeguard Singapore’s position as an International Maritime Centre.

In addition, MPA signed two new Green and Digital

Ocean Network Express (ONE), headquartered in

Shipping Corridor (GDSC) MoUs with Australia and

Singapore, is one of the world’s leading liner shipping

Shandong, China in 2024. These add to the four GDSCs

companies. This consortium of Japan’s ‘Big 3’ liner

established earlier with the Port of Rotterdam in

shipping groups operates a fleet of over 240 vessels with a

Netherlands, the Ports of Los Angeles and Long Beach in

capacity exceeding 1.9 million TEU, providing connection

the US, Tianjin in China, and Japan.

to over 120 countries. For the past 10 years it has been using its containerised Alternative Maritime Power (AMP)

SHIPOWNERS

solution at ports on the US West Coast to minimise

Singapore-based ship owners and managers are also in

emissions while at berth, and will now be working with

the vanguard when it comes to adopting cleaner fuels and

Ningbo Zhoushan Port Group to explore doing the same

other environmental initiatives.

in China.

Pacific International Lines (PIL) announced in

Also, in November last year, ONE and Canadian

November that it was accelerating the renewal of its

containership lessor Seaspan Corporation announced the

fleet with an order for another five 9,000 TEU liquefied

establishment of 50:50 venture OneSea Solutions Pte. Ltd.

natural gas (LNG) dual-fuel container vessels. The vessels

(ONESEA), a solutions provider focused on technical ship

will be built by Hudong-Zhonghua in China, with delivery

management and maritime talent development, aiming to

expected in 2027 and 2028. In addition to being LNG

leverage the deep experience and best-in-class expertise

powered, the vessels have the capability to transition to

of both companies. Headquartered in Singapore, ONESEA

bio-methane, one of the lowest emission fuels available to

will offer technical ship management services for container

the shipping industry today.

vessels owned and chartered by ONE, including 20 large

Meanwhile, PIL announced in late October 2024 that it had successfully completed the inaugural LNG bunkering of its first LNG-powered dual fuel vessel, the 14,000 TEU containership Kota Eagle, in Shanghai.

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Issue 113 January/February 2025

ammonia/methanol ready boxships delivering 2025/6, ONE’s first owned newbuilds.

BW Group, chaired by Singapore shipping luminary Andreas Sohmen-Pao, is a leading global maritime

Regional Focus: Singapore

SMF New Year Conversations 2025 More than 300 leaders from across the maritime

Wiernicki, Chairman and CEO, ABS; Mr. Kit Kernon, CEO, Vitol

ecosystem gathered this evening at the Singapore

International Shipping; Mr. Patrick Lee, CEO of Singapore and

Maritime Foundation (SMF) New Year Conversations. Mr.

ASEAN, Standard Chartered Bank; and Mr. Tan Chong Meng,

Murali Pillai, Minister of State for Law and Transport, was

Board Director, Temasek Holdings.

the Guest-of-Honour and delivered a keynote speech.

Established in 2004, the SMF is a conduit between the

In his welcome remarks, Mr. Hor Weng Yew (pictured),

public and private sectors to accomplish the twin mission

Chairman, SMF, emphasised the importance of building

of developing and promoting Singapore as an International

the cohesiveness of Maritime Singapore as a community in

Maritime Centre (IMC); and to attract, engage and grow a talent

times of uncertainties, and to continue to invest in a skilled

pipeline to position Maritime Singapore for continued growth.

workforce as a means of staying competitive amidst change.

One of its first contributions was to co-found and -organise

“The Singapore Maritime Foundation New Yew

with Seatrade, now part of Informa Markets, the biennial

Conversations is the first event for the industry each year,”

Sea Asia exhibition and conference – originally intended as

he said. “This is a useful opportunity for leaders from across

a Singapore equivalent to Greece’s Posidonia as a thought

the diverse ecosystem to gather, foster networks, and

leadership event for the shipping’s professional business

strengthen the cohesiveness of Maritime Singapore. This

services sector. Sea Asia holds its 20-year anniversary

cohesiveness is a key ingredient that underpins Singapore’s

edition at Marina Bay Sands on March 25-27, coinciding with

attractiveness as a maritime hub.”

Singapore Maritime Week. l

A highlight of the event was a panel discussion discussing strategic issues facing businesses and the outlook for the year ahead. Mr. Jeremy Nixon, CEO of Ocean Network Express (ONE), moderated a panel discussion highlighting strategic issues facing businesses and the outlook for the year ahead. The panellists comprised industry leaders Mr. Andreas Sohmen-Pao, Chairman, BW Group; Mr. Christopher

company involved in shipping, floating infrastructure, deepwater oil & gas production, and new sustainable technologies. Founded in 1955 by Sir YK Pao, it controls a fleet of over 450 vessels transporting oil, gas and dry commodities, with its 200 LNG and LPG ships constituting the largest gas fleet in the world. In the renewables space, the group has investments in solar, wind, batteries, biofuels and water treatment.

At the end of last year its unit BW LPG completed acquisition of 12 Very Large Gas Carriers from Avance Gas for a total USD 1.05 billion, bringing its VLGC fleet to a total of 53 owned and operated vessels. The move solidified its position as the world’s largest owner and operator of this type of vessel, as well as of dual-fuel VLGCs. Singapore-based tanker owner AET, part of the Malaysian MISC Group, last year signed shipbuilding contracts with Dalian Shipbuilding Industry Co (DSIC) to build what it Issue 113 January/February 2025

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Regional Focus: Singapore

described as the world’s first two ammonia dual-fuel

Earlier last year, Synergy had formed a technical

Aframaxes, to be chartered by PETCO Trading Labuan

management joint venture with bulk carrier owner Wisdom

Company Ltd (PTLCL), part of the PETRONAS Group.

Marine called Wisdom Synergy Ship Management. It has

Zahid Osman, President & CEO of AET, described

since continued along the same expansion track, teaming

the contracts as “concrete actions to deliver on our

with Cyprus-based EDT Offshore to form a dedicated

commitment as industry leaders to progress the

management company for offshore vessels, EDT Synergy

decarbonisation of the shipping sector”.

Ship Management.

And on the seafarer welfare front, Synergy has joined

SHIP MANAGERS

other leading industry names in becoming one of the

Singapore-based ship managers are also expanding in

first adopters of Agwa’s autonomous onboard vegetable-

size and scope, always with an eye on decarbonisation goals.

growing technology that delivers fresh produce at sea,

Executive Ship Management (ESM) made its mark in

allowing crew to enjoy freshly picked vegetables in

the history books last year being the first ship manager

the middle of the ocean, also reducing food waste and

to win the United Nations Global Compact Network

therefore aiding sustainability.

Singapore’s (UN GCNS) Apex Corporate Sustainability Award 2024 in the Sustainable Business Category.

Earlier in the year, ESM had also published its inaugural

Capt. Rajesh Unni, Synergy’s founder and Chairman. says: “As a fellow seafarer, this initiative is close to my heart. High-speed internet access and shorter tours of

Sustainability Report detailing all Environment, Social, and

duty are vital for seafarer contentment, but I’ve also seen

Governance (ESG) initiatives undertaken since the inception

first-hand how important fresh, nutritious food is to morale

of the company in 1998 as well as tracking its progress

and wellbeing on board. Among today’s increasingly

towards UN Sustainable Development Goals (SDGs).

health-conscious mariners, we’re observing a noticeable

In recognition of ESM’s consistent journey towards environment protection, the MPA conferred the

shift toward healthier, plant-forward eating habits.”

Meanwhile, the Singapore office of fellow shipmanager

MaritimeSG LowCarbon50 Award 2024 for the second

Anglo-Eastern, recently relocated to Labrador Tower, has

consecutive year.

welcomed the first LNG-fuelled bulker in the Group’s 700+

Besides its Samundera Institute of Maritime Studies

vessel fleet under full technical management.

(SIMS) in Mumbai achieving A1 (Outstanding) ranking

The Capesize+ LNG dual-fuel bulk carrier MV Ubuntu

for the fifth consecutive year in an audit by the Indian

Empathy, along with its twin MV Ubuntu Humanity, were

authorities, last year also saw ESM expand operations

christened in a special double naming ceremony held

further overseas with new offices in the Philippines and

last year at Shanghai Waigaoqiao Shipbuilding. Anglo-

United Arab Emirates.

Eastern Technical Services (AETS) proudly supervised both

Singapore-based Synergy Marine Group is one of

newbuilds, of around 190,000 dwt each and will be used to

the world’s largest shipmanagers with some 700-plus

transport more for less, with an expanded carrying capacity

ships under technical management and employing around

exceeding 200K m3 and a 35% reduced carbon footprint.

28,000 crew. It manages some of the largest and most

Commissioned to support Anglo American’s iron

complex vessels including LNG carriers, VLCCs and 20,000

mining operations in Brazil and South Africa, the two ships

TEU-class containerships.

are the newest additions to its elite ‘Ubuntu’ fleet – the

The company was rocked by the allision of its managed boxship DALI with the Francis Scott Key Bridge in Baltimore, US causing the structure to collapse, in March

Zulu word for “I am, because you are” to emphasise the importance of community.

Separately, Anglo-Eastern is one of 22 partners

2024. But it received plaudits for its crew having alerted the

collaborating with the MPA on the aforementioned

bridge authorities prior to impact and for its subsequent

Maritime Energy Training Facility (METF) designed to

proactive response in providing emergency evacuation

provide vital training on alternative fuel management,

and welfare support for the vessel’s crew and for its co-

ensuring the global maritime workforce is prepared for

operation with US authorities in clearing the channel.

the future.

In late October Synergy and affiliated shipowner

Wallem Group is another leading ship manager

Grace Ocean said they were pleased to announce having

headquartered in Hong Kong but with a major presence in

reached an agreement with the US regarding payment

Singapore. In September last year it added nine pure car

of those costs, which were fully insured, without any

and truck carriers (PCTCs) to its Singapore-managed fleet,

punitive damages having been imposed. The company

bringing it to a total of 22 vessels.

expressly rejects any liability for the incident that led to

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“The signing of the ship management contract is an important occasion for Wallem and by delivering reliable

the bridge’s collapse.

Issue 113 January/February 2025

Regional Focus: Singapore

services from Hong Kong, Singapore and Hamburg, we

Singapore-based Wilhelmsen Ship Management

can continue to attract reputable shipowners,” Wallem MD

(WSM), part of Norway’s Wilhelmsen Group, underwent

Ray McNamara said at the time.

a leadership transition athe beginning of the year with

Wallem Ship Agency also has an office in Singapore, the company enjoying notable success in its handling of the growing number of cruiseship calls across Asia.

Considered one of the largest ship managers with a

the replacement of Carl Schou as CEO & President by Haakon Lenz.

2025 also marks a banner year for WSM, which will be celebrating its 50th anniversary as one of some 25

fleet of some 1,000 managed vessel, OSM Thome is today

different events taking place during this year’s Singapore

headquartered in Norway after OSM’s merger two years

Maritime Week in the last week of March.

ago with Thome – established in Singapore as far back as

Major expansion took place during 2024 when

1963 – but Chief Operating Officer Olav Nortun remains

the company completed its takeover of Zeaborn

based in Singapore, home of the largest shipmanagement

Ship Management, giving it a leading position in the

unit. J.P. Morgan Asset Management recently stepped in

German vessel market and bringing its fleet size to

as main corporate investor, replacing Oaktree.

over 450 vessels with an expanded crew pool of nearly

In January this year, the company announced that

13,000 seafarers.

it was launching EVIGO, described as a green services

Separately, sister unit Wilhelmsen Ships Service

division that aims to redefine sustainability in shipping.

(WSS) has signed an agreement Yinson GreenTech

“With EVIGO, we’re not just responding to the demands

to build a charging infrastructure for Hydromover,

of decarbonisation – we’re shaping the future of maritime

Singapore’s first fully electric cargo vessel, at its Pandan

sustainability,” said Finn Amund Norbye, CEO of OSM

Loop facility in Singapore.

Thome. “This new division reflects our dedication to

This project aligns with ongoing efforts by the MPA and

innovation and our determination to empower customers

the Singapore Maritime Institute (SMI) aiming to promote

with transformative solutions that will define the next era

the electrification of harbour craft as part of broader

of shipping.”

industry shifts towards lower-emission solutions. l

MariApps celebrates 10 years of innovation

Singapore-headquartered MariApps Marine Solutions,

“As we commemorate a decade of operations, we’re filled with

the technology arm of BSM and a leading provider of

immense gratitude for the trust and support you’ve extended to

ship and crew management software, celebrated its

MariApps.” said Sankar Ragavan, CEO, MariApps.

10th anniversary in February. The company marked

From humble beginnings with a team of 100 and a handful of

the milestone with a grand gala at the Grand Hyatt

clients, MariApps has grown into a global force of over 1,300

Bolgatty in Kochi, India, attended by over 1000 guests

dedicated professionals, spanning over nine strategic locations.

and shareholders - including Schulte Group CEO Ian

“As we reflect on a decade of growth, I’m grateful for

Beveridge (pictured, far right).

the incredible journey we’ve shared, and 2025 promises to be another year of exciting growth and innovation for MariApps,” added Sankar Ragavan. “We are committed to continuing to develop cutting-edge solutions that address the evolving needs of the maritime industry and empower our clients to navigate the future with confidence.” l

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Regional Focus: Singapore

Advantages of Singapore as a maritime hub Here M.T.M. Ship Management summarises the key maritime strengths of its home city-state, the Republic of Singapore.

S

ingapore is a strategic port in Asia at the crossroads

who require a testbed for their innovative ideas followed

of a bustling trade lane between China and Indian

by immediate adoption by the maritime companies in

subcontinent and UAE. Singapore is along the Straits

Singapore and worldwide also.

of Malacca which is one of the busiest shipping lanes in the

Singapore has been continuously adopting new

world, alone handling more than 100,000 vessels annually.

advancements with respect to Port Automation , Smart

The port of Singapore is at the heart of tremendous

container terminals and other digital solutions to increase

maritime activity which includes Ship owning, Chartering, Ship

maritime safety by running its ‘Smart Port Challenge’ through

Broking, Ship Finance, New ship building, Oil and Gas projects

Pier71 platform , in which various companies compete and

with Oil majors, Ship Repair etc.

showcase their product or service in front of the maritime

The city prides itself as the pioneer in some of the

community of Singapore.

ground-breaking technological innovation especially, in the

The business-friendly environment in Singapore is most

new fuels space like methanol bunkering, Biofuels and LNG

cordial for various companies to set up their presence in the

sales. According to MPA statistics in the year 2024, 55 million

country with a well-trained talent pool across all levels of

tons of bunkers were sold with conventional fuels being

maritime business including Technical, Chartering, Maritime

the majority of the fuels sold , combined with a solid uptick

Law, Agency, Logistics and Bunkering.

in LNG bunkering almost trebling as compared with 2023

Singapore Govt ensures that the currency is very stable

volumes. Bunkering as a major activity in Singapore comes

against USD which imparts business confidence for stables

with a big challenge of oil spills and MPA has strict procedures

revenues and profits to all stakeholders through the medium

for bunkering with robust contingency plans for handling any

of contracts in maritime activity. It’s a well acknowledged fact

untoward accidents etc.

that the Ease of Doing Business ranking for Singapore is in

On the Technology front, there are various

the Top Percentile amongst the world nations with respect to

projects through MPA-led start-up accelerator PIER71

Business Entry, Regulatory Framework, Financial Services and

, which is a strategic collaboration with the National

Dispute resolution.

University of Singapore and Global centre for Maritime

In conclusion, Singapore is a very well-positioned maritime

Decarbonization. More than 110 startups have gained

hub which is as at the forefront of maritime activity combined

validation in the maritime market locally and worldwide

with various regulatory oversight and initiatives by Singapore

by partnering with 70 maritime companies. Singapore

Government to maintain the vibrance and security of the vital

provides the ease of access to budding entrepreneurs

shipping lane in South China Sea. l

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Issue 113 January/February 2025

Isle of Man Report

ISLE OF MAN:

Exploiting the opportunities of a changing market

W

hen it comes to holding international

The key objectives of Isle of Man Maritime are

events, the Isle of Man Maritime can be

to provide a forum to discuss ideas, opportunities

considered to be one of the best. After

and issues related to the Isle of Man Maritime sector;

all, how often do you get the chance to socialise

provide unified industry perspective and feedback to

and network with some of the best in global

the Isle of Man Government on proposed legislative

shipping onboard a full-size reconstruction of Sir

changes and government initiatives affecting the Isle

Francis Drake’s flagship the Golden Hinde?

of Man maritime sector; protect and promote globally,

That was exactly what they did during London

the interests of the Isle of Man maritime sector; and

International Shipping Week (LISW) in 2023, under the

maintain a continuing dialogue and work closely with

excellent organisational skills of their General Manager

the Isle of Man Ship Registry.

Lee Clarke, and from what we hear on the grapevine,

The day-to-day operation of Isle of Man

their event at this year’s LISW, may even knock the

Maritime is controlled by an Executive Committee

Golden Hinde reception into a cocked hat, and many

consisting of the organisation’s three Directors;

more besides.

three representatives from the relevant government

“The priorities are all about elevating the Isle of

departments, namely the Department for Enterprise,

Man cluster as a maritime centre of excellence,” said Mr

Department of Infrastructure and the Department

Clarke. “But what does that mean? Well, it is about how

of Environment, Food and Agriculture; and three

we market ourselves off the island.”

representative persons from member entities as

Isle of Man Maritime Limited is a not-for-profit organisation, which was formed to develop,

elected by the membership.

“Yes there are challenges, but membership is 50

support and promote the Isle of Man’s growing

strong and we are looking at ways to diversify, how do

maritime sector.

we grow as a centre of excellence and it amazes me

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Isle of Man Report

know many companies on the Isle of Man have their toes in

According to its website, the Isle of Man Ship Registry ‘is a British register providing the very best in service to its valued

maritime,” said Mr Clarke.

In line with all of this, the association has been working very closely very closely with Maritime UK, as well as Mersey

clients; it is the flag of choice for owners looking for quality and partnership from a Flag Administration’.

Maritime and Belfast Maritime because, as Lee Clarke says,

Based in offices in Douglas, Isle of Man, it is run by a

“we are smack bang in the middle between both of them.

team of professionals dedicated to providing the very best

“The biggest challenge facing us all is skills, and that

in service. Backed by sophisticated electronic systems, the

is a challenge everywhere. “We have responded well to

register can register ships quickly and efficiently to suit all

that with our Expo, which is not just about careers at sea,

time zones and has on-line systems to smooth the processes

but is about what are the offerings within the maritime

for clients. With 24/7 response and a growing network of

sphere here on the Isle of Man. Whether we are talking

surveyors in key locations the Ship Registry provides a swift

vessel operators or the insurance sector, we are looking

response to allow owners and managers to keep their ships

at the long-term through our cadets and apprenticeship

operating in a competitive global industry. Backed by a

programmes. And we have had huge successes with these

Government which strongly supports the maritime sector, the

to date in the last 10 years, he added.”

Registry is operated on a cost-neutral platform, allowing its fee

Since the programme started, the island has trained 48, soon to be 51, cadets – “we have three graduating in June

structure to be extremely competitive.

“We’re a fairly small unit of 28 people in the Isle of Man

and we are very excited about seeing them joining companies

and then we have our business development managers at key

on the Isle of Man. Certainly, some of our cadets are up to

maritime hubs around the world which support our marketing

officer level now at BSM and with the Isle of Man Steam Packet

efforts,” said Cameron Mitchell, Director of the IOMSR. “And

Company, so we are starting to see that filtering through but it

we also have external surveyors and key maritime pops around

is more of a long -term approach. And how the seafarer training

the world to support our clients and the technical aspects of

framework works is that with the approval of the Executive

survey inspections of ship. So, the big part that we do really,

Committee, we can look at a variety of different courses as well.

really well is customer service. My predecessor used to talk

So, we have partnered with Liverpool John Moores University,

about the three pillars of the Isle of Man Ship Registry and it

Fleetwood Nautical College and Warsash Maritime Academy.

was all the same thing. Customer service, customer service

We have proven training providers that are responsible and who

and customer service that was it.

can look after our Manx youth. It is amazing to see how people

“I talked about this in the past, but the ship registry

can develop: ‘what do you mean I can be an accountant in

was set up as an international registry in 1984 with the sole

maritime; what do you mean I can be in marketing?

purpose of a diversification of the Isle of Man economy as it

“Even though we live on an island, we still have that sea blindness that we want to talk about. So, we are really ramping

was,” he said.

“We act as a nucleus for a maritime centre of excellence which has grown around us and that is, as Lee says, very

that up,” Mr Clarke stressed.

When asked how he would describe the Isle of Man’s

diverse. So whether it’s IT, or Professional services, or digital

maritime identity, Lee Clarke was quick to say it’s all about

companies that are purely in a digital space. We still have

services, and the wider piece in terms of the super yacht

crewing offices from the Isle of Man. There are still HR offices

sector, insurance, finance. “We are trying to delve into the

in the Isle of Man, but the ship management side, yes, has

digital, and we recognise that we are going to be working

gone, and to be fair, I don’t think that is going to return.

much more closely with the agencies of the Isle of Man,

The expertise both, technical for example superintendents,

and we work with the Isle of Man Ship Registry (IOMSR) to

etcetera, none of that workforce now remains in the Isle of

promote the flag. It is how we work and collaborate,” he said.

Man. It’s economies, it’s labour costs, it’s all of those things. So,

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we have lost that side of it, but to replace that there are quite

“In this day and age, you know we talk about flags of

a few yacht management companies on the Isle of Man which

convenience and we talk about the quality of registers

we never really had when ship management was a big thing.

and shipping registers around the world. But when you

“From a flag perspective what we try and do through

look at the top registries right now around the world,

promoting ourselves internationally, is promote the

and the quality of the services they provide, everybody’s

members of the Isle of Man cluster. So, when I’m delivering

improving. 20 years ago, or even 10 years ago, what we

a presentation to shipping companies in Singapore, I’ll make

provided was very different than what we provide now and

sure to mention, and indeed our documentation includes, all

that had to change. Shipping is all about change as our

the members of Isle of Man maritime cluster. So, if you need

flags have to reflect, be that through new services that we

something from the IoM, all of those services are available and

offer or the benchmarks that we set ourselves. What must

can easily be found,” he said.

continue for us, and the one thing we do pride ourselves

“We have a diverse portfolio of ships and yachts and all of the things you would expect from an international flag and we continue to try and expand on the services we can provide our clients.

on, is being on the Paris and Tokyo MOU white list as well as Qualship 21.

But how does he see shipping changing, and is the IoM cluster, agile enough to respond to the change?

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Isle of Man report

“As a register yes. As a regulator yes. I think the difficulties we now all see as regulators, is that innovation is leaping

groom youngsters out of the colleges and schools and train them onboard.

ahead of regulation and always has been. That is the nature of

“Our Seaboard culture is unique in the sense that unlike a

the beast, and we are now talking about fuels. It is challenging

pure vessel owner who deals as an owner and then charters

for flags to come up with solutions which aren’t yet regulated

the vessel out, we are owners, charterers and also the shippers

for,” he said.

of cargo. So, the team here focuses on the entire supply chain

“SOLAS allows for that, it allows for equivalences or

of the grain business. They have full exposure and that, I would

alternative designs and arrangements and that’s the process.

say, is the distinct advantage of our company or any other

But if it is a fuel that hasn’t been designated as a fuel for

company in comparison. We work as an integrated business,

marine use, then we go down an alternative design and

providing cif sales to the customers and the company also

arrangement process which means you must come up with

owns mills across all these destinations that I mentioned earlier,

an equivalency which meets, or is of a higher safety standard.

so until the wheat is ground and sold in the market, we have

But the nature of it is that you may develop an alternative

full visibility of this process. And that is a distinct advantage.

design or arrangement, that you can prove is of a higher or

And the team members here, yes, we train them and normally

equal standard, but that doesn’t mean it is the best standard

they tend to stick with us because of the work culture. We

because by the nature of innovation, in a month’s time,

don’t have huge turnaround of people because of the training

someone may come out with a better solution that is safer.

that they receive and also, the opportunity for similar type

And that that is the problem with not having something that is

of work on the island is not there. I’m not aware of any other

read that you know that isn’t fully regulated,” he stressed.

company who does this.

Captain Sivashankar Sreenivasan is Group Head of Shipping

“OK, how do we attract talent here? There is a lack

at Seaboard Overseas and Trading Group. He is based on the

of talent if I need to find or improve the team. There’s a

Isle of Man where his company has up to 300 vessels on charter

limitation. Unless you find somebody within the area, it’s a

moving 13 million tonnes of grain. His company has been a

challenge,” he said. Like other companies Seaboard has had

member of the Isle of Man Maritime for five years.

instances where it employs someone straight out of school,

“We are purely commercial, so our core business is trading

train them for two to three years and then they go to London

grain and shipping it from origins in Europe, North America or

or Australia somewhere because they are young and want to

Canada to locations in South and West Africa as well as Korea

explore the world. So, when you lose them, the challenge is to

and South East Asia,” he said.

have a replacement and it’s not a commercial for shipping.

“We have a team of commodity traders here in the Isle

“The other challenge is the connectivity, because if you

of Man and I have a team in all the destinations. But when it

need to fly off if there is an issue on the vessel, that’s one of

comes to attracting the right people on the island, we tend to

the biggest challenge I would say,” he concluded. l

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Ad Hoc

New Secretary General for International Chamber of Shipping In late December the board of the International Chamber of Shipping (ICS) unanimously appointed Thomas A. Kazakos as its next Secretary General, to replace Guy Platten who will be stepping down in June 2025.

Kazakos has been the Secretary General of the Cyprus Shipping Chamber, the representative National-Member Association of Cyprus at ICS, since 1995.

He will be succeeded in that post at the CSC by current Deputy Director General Alexandros Josephides.

ICS Chairman Emanuele Grimaldi paid tribute to Giy Platten’s leadership, through which “ICS has been at the forefront of developments in our industry, be that decarbonisation, energy transition, safety or seafarer welfare. I am grateful to him for his professionalism both in leading ICS and for the continuity plan that he has put in place to ensure that ICS continues to lead our industry in the decades to come.”

Thomas Kazakos said: “I am excited to be given this opportunity to lead the amazing team at ICS and to work with our members as we address the many challenges that our industry encounters.” l

Renamed HMS Wellington to enjoy fresh lease of life A UK National Lottery Heritage Fund grant of £225,000 has been secured to enure the future of HMS Wellington, the last surviving dedicated Battle of the Atlantic convoy escort in the UK, moored at Temple Stairs, Victoria Embankment on the River Thames in London.

HMS Wellington was bought by the Honourable Company of Master Mariners in 1947, after which she was moved to her current berth where she is used for numerous commercial and naval shipping events and functions.

The vessel’s prefix was changed from HQS Wellington back to the original HMS on the occasion of the 85th anniversary of the start of the Battle of the Atlantic, in recognition of the vessel’s original use and continued historical significance today. l

Indian Register of Shipping marks 50th anniversary Indian Register of Shipping (IRS) celebrated its Golden Jubilee with a grand celebration in Mumbai, reflecting on its remarkable journey of 50 years of service and leadership in the global maritime sector.

Shri Sarbananda Sonowal, Honourable Union Cabinet Minister for Ports Shipping & Waterways graced the occasion as a Chief Guest along with Guest of Honour Shri Shyam Jagannathan, Director General of Shipping; Capt. B K Tyagi CMD, The Shipping Corporation of India; Shri Unmesh Wagh, Chairman, JN Port Authority, and a galaxy of industry stalwarts and maritime professionals.

Executive Chairman Shri Arun Sharma delivered a powerful welcome address that shed light on the organisation’s history, contributions to the maritime sector, commitment to innovation, and its vision for the future. l

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Union of Greek Shipowners re-elects Melina Travlos as President Ms. Melina N. Travlos has been re-elected as President of the Union of Greek Shipowners (UGS) for another three-year term.

The UGS Board of Directors during her tenure will comprise Vice Presidents: Chandris D. Michael; Lemos N. Andonis T ; Secretaries: Veniamis Th. Nikolaos, Fafalios J. Dimitrios; Deputy Secretaries: Youroukos D. Georgios, Procopiou G. Johanna; Treasurer: Xylas A. John; and Deputy Treasurer: Caroussis I. Constandinos.

Ms. Travlos said: “I am deeply moved as I assume, with a sincere sense of responsibility and for the second consecutive term of office, the position of President of the Union of Greek Shipowners. I would like to thank each and every one of my colleagues for honouring me with their unanimous trust.

“United, we will continue to promote the interests of Greek shipping, as a global symbol of leadership and pride of our country.” l

CMA Shipping event turns 40 Todd Clough, President and CEO of Fairfield Chemical Carriers, is to don the prestigious Commodore’s hat at the Gala Dinner concluding this year’s 40th edition of the Connecticut Maritime Association (CMA) Shipping event, to be held at Hilton Stamford, Connecticut on April 1-3.

Mr. Clough’s background was originally in finance, but his work with international shipowners drew him into the tanker business in the mid 1990’s when Fairfield Chemical Tankers was formed with a handful of small vessels.

Fast forward three decades and the company - acquired by MOL Chemical Tankers in early 2024 - is now operating a modern fleet of 40 + chemical carriers, ranging from 19,000 dwt to 26,000 dwt with stainless tanks enabling transport of a wide range of cargoes. Recently, it took delivery of the first of four LNG-dual fuel 26,000 dwt sister vessels from a Japanese yard. l

Mercy Ships gains industry support for vital medical work Mercy Ships operates two of the largest non-governmental hospital ships in the world, carrying out vital medical work free of charge for the world’s poor.

A third state-of-the-art newbuild was ordered earlier this year in China with the generous support of MSC Group.

Africa Mercy has been serving in Madagascar recently following a major refurbishment to extend its lifetime that entailed remodelling of the hospital area to enhance medical facilities, renovation of the dining room and galley, an IT upgrade, and maintenance work on the hull and rudder. The Global Mercy, meanwhile, has been mainly stationed at Freetown, Sierra Leone.

Mercy Ships has been chosen as charity partner of the year’s Nor-Shipping event. In addition, Pole Star Global is donating free access to its Podium Platform for services such as security, ship tracking, performance optimisation and emissions reporting, giving Mercy Ships free rein to focus on its vital medical work. l Issue 113 January/February 2025

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Analysis Crude tanker market in state of flux By Ian Cochran

A

fter a general

recorded a sharp decline of 32% w-o-w,

softening during

settling at WS52.9.

2024, the crude

Suezmax rates also suffered. In

tanker market was in a state

the Arabian Gulf and West Africa,

of flux at the time of writing

some charters failed, as owners

at en-January, following

resisted the lower rates on offer,

US President Trump’s

anticipating a recovery.

inauguration and subsequent

There was an ample supply of

torrent of announcements,

vessels in the Atlantic basin. TD20

some of which related to the

Graphs: Banchero Costa

oil markets.

(WAF/UKC) decreased by about 10% to WS76.94, while TD23 (MEG/Med) recorded a smaller decline of 3.95%,

These included sanctions,

to stand at WS95.89.

tariffs, pressure on OPEC to adjust production and prices,

On average, Suezmax TCEs

refilling of the US strategic

dropped by 9.35% w-o-w, to $27,578

petroleum reserve (SPR) and

per day, a loss of $2,844 per day,

removal of drilling barriers in

compared to the previous week.

Aframax market activity was also

the US – style ‘Drill, baby, drill!’ as per the 2008 Republican

limited, especially in the East. Here,

campaign slogan.

the TCEs fell by 3.73% weekly, down to $24,133 per day.

In a snapshot of In the VLCC sector, negative

In the North Sea, there was limited

January [following President Trump’s

sentiment prevailed with declining

activity followed by a slight firming. TD7

inauguration on 20 January], courtesy of

Middle East Gulf cargo volumes. Unfixed

(NSea/UKC) fell marginally by 0.75%

Intermodal Shipbrokers, crude oil prices

ships were competing for a smaller

w-o-w, to WS110.83.

fell during that period.

number of cargoes, which put pressure

tanker activity in the last week of

on rates.

For example, Brent crude futures declined by around 2.8% week-on-week

The Chinese celebrations around the

However, in the Mediterranean, activity remained relatively stable, with the TD19 (Cross/Med) route virtually

settling at $78.50 per barrel, while WTI

beginning of the Lunar New Year (on

unchanged at WS124.53, compared to

futures experienced a sharper decline of

January 29) also dampened activity in

WS124.44 earlier.

3.5% w-o-w, to $74.66 per barrel.

the East.

VLCC timecharter equivalent (TCE)

The charter market also

The Aframax market also weakened in the US Gulf, illustrated by TD9 (Carib/

retreated, with the Baltic Tanker

earnings dropped by 36% w-o-w, to

USG) decreasing by 14.25% w-o-w, to

index falling by 7.3% weekly, closing

$36,265 per day towards the end of

WS112.81.

at 845 on Friday 24 January.

January. TD2 (MEG/Singapore) route

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DARK FLEET

deliveries dropped

will be able to be easily retrofitted,

to a 36-year low,

Rasmussen said.

as only 17 new

Meanwhile, crude tanker recycling

tankers, with a

activity increased to 1.7 mill dwt last. As a

capacity of 2.5

result, the fleet was only 0.2% larger at the

mill deadweight

end of 2024 than at the end of 2023, the

tonnes, joined the

slowest growth pattern seen in 23 years.

fleet. Compared

The Aframax and Suezmax segments

to 2023, the

saw capacity growth of 0.5% and 1.1%

capacity delivered

respectively, while VLCC capacity fell by

dropped by 74%.”

0.2% as two ships were recycled, and no

However, Veson Nautical-owned

new ships were delivered.

Combined with low levels of recycling

One of the latest round of US

VesselsValue points out that a record

sanctions against Russia has targeted

number of new tankers were ordered in

during the past couple of years, minimal

the so called ‘shadow’, or ‘dark’ fleet.

2024 with 435 orders across the year, an

additions drove the average age of crude

The US Treasury’s Office of

increase of around 31% year-on-year, the

oil tankers up to 12.8 years, the highest

Foreign Assets Control (OFAC)

lion’s share placed by Greek owners. “The

in 26 years. Consequently, 19% of crude

recently issued sanctions against

tanker newbuild sector was very active

tankers are now 20 years old or older,

over 180 vessels, the majority of

in 2024, especially in the first half of the

equalling 18% of crude tanker capacity,

which were tankers, which effectively

year, as owners looked to future proof

making them prime candidates for

removed them from the market.

their fleets with the latest technology

recycling in the coming years.

The blacklisting of more vessels

and fuels,” says Thomas Zwick, Senior

could lead to a shortage of legitimate

Maritime Analyst at Veson Nautical.

Overall, BIMCO forecasts a slight strengthening of the crude tanker

tankers, pushing up freight rates and

Interestingly, only 3.6% of crude

supply/demand balance for 2025,

creating new complexities for operators

tankers can currently use alternative

with rates and prices expected

worldwide, according to data produced

fuels, while a further 2.7% can be

to be close to 2024 levels. But it

by analytical company Windward.

retrofitted at a later date. According

warned that weakening could start

Taking a look at the tanker sale

to the orderbook, 18% of ships

from 2026 onwards as new tonnage

and purchase market, Veson Nautical’s

still to be delivered will be able to

delivers, especially if ships have

research arm, VesselsValue, said that the

use alternative fuels, while 29%

returned to normal routings via

bull market, which was seen for most of

Suez not the

2024, showed signs of slowing towards

Cape of Good

the end of the year.

Hope by then, the prospect of

Despite 2024 tanker values hovering around the highest levels seen since

which hinges

2009, the fourth quarter of last year

on just how the

witnessed sales dipping sharply.

Middle East

In the fourth quarter of 2024 to

political situation

the middle of January, only 43 large

and intentions

tankers were reported sold. These

of the Houthis

included six VLCCs, 28 Suezmaxes and nine Aframaxes.

unfold. l

credited VesselsValue

In contrast, in the first quarter of 2024, 120 crude oil vessels were reported sold, VesselsValue said.

ORDERBOOK Turning to newbuildings, BIMCO’s Chief Shipping Analyst, Niels Rasmussen, said: “In 2024, new crude oil tanker

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Technical

Addressing boxship cargo safety

By David Tinsley Winter storms have resulted in further cases of container stack collapse and losses of boxes overside, with numbers influenced by diversions of shipping around the Cape of Good Hope.

N

otwithstanding the fact that the number of

via the Cape of Good Hope were almost on a par with the

containers lost at sea fluctuates from year to

global figure for the whole of the preceding year.

year, typically influenced by the severity of

weather and sea conditions, the challenge is persistent.

An average of 1,566 containers were lost yearly during

The area off South Africa is well known by mariners for stormy, confused seas, large swells and rogue waves.

This year’s particularly harsh winter weather, coupled

the 2008-2022 period, as a result both of ship sinkings

with the re-routing of deep-sea container ships (and

and overside losses of deck-stowed units. The actual

other vessels) around the Cape—to avoid the current

figures for 2020 and 2021 were exceptionally high. But

dangers posed in transiting the Red Sea—has brought

the number dropped to 661 boxes in 2022, and industry

new risks to ships and crews.

Over the course of only eight weeks, the South African

bodies were keen to point out that this amounted to a minuscule proportion of the 250 million containers

Maritime Safety Authority (SAMSA) received reports of

transported that year.

some 200 boxes going overboard from several vessels. The

The further reduction in losses for 2023, recorded at

largest single loss entailed 99 containers from the 13,000

221 by the World Shipping Council, seemed to suggest

TEU CMA CGM Belem when 10nm off Richards Bay on

an over-preoccupation in some quarters with the issue—

August 15. One of the French company’s largest vessels,

until especially inclement, southern hemisphere winter

the 18,000 TEU CMA CGM Benjamin Franklin, had lost

conditions started to take their toll in 2024. In the space of

about 40 boxes just one month earlier in the same region.

just two months, losses of containers from vessels routed

A further incident took place in rough seas off East London

Box carriage not always plain sailing (credit: TT Club)

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Technical

towards the end of August when the 7,000 TEU MSC Antonia

Container stack collapse represents a grave threat to crew and ship safety. Understanding causation is a key to preventing incidents (credit: Gard)

shed some 46 boxes and suffered damage to a further 305 units onboard. Additional cases of cargo stowage failure and container losses ensued over the following weeks.

SAMSA had the task of coordinating the recovery of containers and clean-up of flotsam, associated pollutants, and products washed ashore(including pharmaceuticals) along the south eastern coastline of South Africa between the Wild Coast and Mossel Bay. With ever-more traffic that would normally pass through the Suez Canal now diverted via the Cape route, an added consideration is the relative lack of ports and infrastructure in the southern regions of the African continent able to accommodate the largest containerships should an emergency situation arise.

Violent in nature, with its large accelerations and leading to extreme angles of heel, the phenomenon known as parametric roll is of particular concern for the safety of container ships, cargo and crew. Its onset is the product of a combination of factors, including the ship’s orientation (with a small heading angle to seas from either ahead or astern), large wave height, wave length that is comparable to ship length, and insufficient or ineffective roll damping characteristics of the vessel.

International freight insurer TT Club affirmed that

the structural flexibility of modern cellular vessels and their high stacks of deck containers.

understanding the circumstances that lead to stack collapse

As well as increasing awareness of, and the ability to deal

and overside cascades of boxes is vital in mitigating the risk.

with or avoid ‘off-design’(actual) conditions such as parametric

Its analysis has identified potential commonalities across a

roll, loss of stability and resonant roll, an important objective

number of incidents. While wave height is a clear factor, wave

has been to provide crews with practical insights. The aim

length and period is responsible for resonant phenomena, such

is to help those onboard to assess whether prevailing wave

as parametric roll and synchronous rolling. Acknowledging

direction, height and length for a particular ship under way

the complexity of the issue, the mutual has thrown its weight

might, for instance, presage parametric rolling and, if so,

behind the TopTier joint industry project instigated by Dutch

indicate what actions (helm and speed) should be taken.

The project also addresses options and infrastructure

research institute MARIN. Launched in May 2021 as a three-year endeavour

requirements to improve tracking of container and corner

to concentrate minds among industry players, maritime

casting condition, state of maintenance of the securing

administrations and academia as to all factors bearing on

arrangements, and precise and reliable data as to the weight,

shipboard container security, TopTier has been informed by

content and stuffing of the containers.

the Lashing@Sea collaborative study finalised in 2009. The

Onboard measurements conducted by MARIN have

rationale for the new initiative was that, over the intervening

shown that, on occasion, the first signs of parametric rolling

period, the largest cellular vessels had grown from 10,000

are detectable hours before the ship experiences extreme

TEU to 24,000 TEU, and that a number of serious accidents

roll angles. It is accordingly vital to recognise the early signs

and the increased incidence of cargo loss overside suggested

and preconditions of the phenomenon. To better understand

that developments were pushing container operations

the seafarers’ experiences and responses, and to investigate

beyond safe boundaries.

the potential added value of operational guidance, a similar

Ascription to TopTier reached some 40 stakeholders. A

study was carried out using the institute’s new Large Motion

key element of the project approach has been to ensure an

Simulator (LMS). It goes without saying that parametric roll risk

accurate technical understanding and representation of ship

instruments must be robust and reliable. Such tools require

motions and cargo securing mechanics as applied in design,

three key elements: the ship-specific roll risk, the natural roll

plan approval and operational securing calculations. Modelling

period, and the wave encounter period.

has taken into account the typically large variations in load conditions, ship metacentric height (GM), weather routing and

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As marine insurer Gard points out, procedures and measures need to be rigorously applied to counter the

Technical

extra risks posed by heavy or adverse weather. Besides preparatory steps, on-passage surveillance by crew should include checks on lashings that may have slackened during the voyage. In the event of a stow failure, it may be unsafe to despatch crew members out on deck and into cargo stacks, such that attempts to re-secure may have to wait until safer conditions allow.

Furthermore, the ship’s complement has to be mindful of more than the cargo when sailing into heavy weather or areas prone to extreme events. For instance, exceptional vessel motions can lead to engine failure or blackout. A case in point is where particularly large movements or angles of heel disturb or interrupt lubricating oil supply, and/or where level changes in the tanks trigger alarms that shut down the engines. If a ‘dead’ ship then broaches, extreme rolling from beam-on seas can exert forces which may exceed design strengths leading to lashing failures.

Reducing the likelihood of the occurrence of parametric roll may be considered a more effective approach than mitigating the consequences. Container ships have proved particularly

Boxes lost overboard endanger other vessels and have an environmental impact (credit: SAMSA)

susceptible to parametric roll due to the typical difference in the shape of frames forward and aft, which leads to variations in the righting moment as wave crests and troughs move along

TVO’s engineering solution known as Next Generation

the vessel. Modifications to the hull form of containerships

Lashing fundamentally overhauls the current deck lashing

would be aimed at reducing the effect of large bow flare and

regime. It involves tethering the top of the outermost stacks,

flat stern lines, so as to render a better volume distribution

creating a wing wall that stabilises the containers in the bay,

along the vessel’s length, ensuring the maintenance of

providing additional restraint at the top and eliminating the

satisfactory stability during the passage of each wave.

dynamic twistlock tensions that have the potential to initiate

Passive or active anti-roll tanks, fin stabilisers and large

stack failure.

bilge keels can contribute to improving a vessel’s roll damping

The loss of containers at sea was on the agenda

characteristics, but selection of such solutions has to be made

at the IMO’s Sub-Committee on Carriage of Cargoes

in mind of possible impacts on ship performance in terms of

and Containers in September 2024. From January 2026

speed, stability and cargo capacity.

onwards, mandatory reporting of boxes lost at sea is

As parametric roll is an extreme condition for container

expected to come into effect. Under an amendment to the

securing, since it combines the effect of exceptional roll and

SOLAS Convention, masters will have to report incidents

pitch amplitudes, design parameters for cargo systems need

of loss to the nearest coastal state and to the vessel’s flag

to be reviewed. Once again, though, there is a trade-off

state administration. This is generally viewed as a positive

between increased security and associated cost, although

development, both in yielding more accurate numbers of

extreme roll angles also have potential implications for ships’

boxes lost overside and in ensuring a more comprehensive

machinery, such as loss of cooling water suction, exposure of

alert as to prospective dangers to navigation and for

lube oil sumps, and forces acting on resilient mountings.

instigating recovery steps.

Through its Innovation in Safety Award scheme, TT

A current initiative, adopted by IMO’s Maritime Safety

Club has been investigating the development of effective

Committee in 2023, is the planned introduction of the

technological solutions, and has highlighted the work of

mandatory requirement for electronic inclinometers on

Houston-based Trendsetter Vulcan Offshore(TVO). The

boxships(and bulk carriers). Under the SOLAS amendment,

latter’s Janus system monitors dynamics across a vessel

vessels constructed on or after 1 January 2026 will have to

to predict and detect the ship’s response to parametric

be fitted with an electronic inclinometer, or other means to

roll, and issues a warning so that evasive manoeuvres can

determine, display and record the ship’s roll motion. Such

be implemented. Additional sensors can be installed to

equipment must provide data(heel angle, roll amplitude

allow the system to monitor container stack dynamics for

and roll period) of sufficient accuracy to enable the proper

incident mitigation.

assessment of the ship’s dynamic situation. l

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Training Blue MBA Association off to a flying start with strong BIMCO link A new ‘blue’ initiative – blue standing in this instance for an ocean of opportunity for canny managers in shipping and associated sectors – undertaken jointly by Copenhagen Business School and BIMCO has made a successful debut with a high level of industry involvement.

T

he Blue MBA Association, which was formally registered in December 2024 as an independent entity, is now drawing up plans for further outreach.

The association, which had its genesis in an alliance for

alumni of the renowned Blue MBA – as the Copenhagen Business School Executive MBA for Shipping and Logistics is known – has opened its membership and course

of academic, industry and research input. Since 2013 she

participation right across the marine managerial practice.

has been an evaluator for the Association of MBAs (AMBA),

Its first full venture was a five-day intensive course in the

which is described as representing “the highest standard of

Danish capital (pictured) in close collaboration with BIMCO, the world’s largest direct-membership organisation for shipowners, charterers, shipbrokers and agents.

“Through the Association we are investing in life-

achievement in postgraduate business education.”

Of the collaboration with BIMCO, Ms Rosberg said: “This is an unparalleled opportunity for professionals seeking to navigate the intricate waters of contemporary

long learning courses for the industry. There is a

ship management. The combined maritime academic

momentum. There are now those who are approaching

expertise of the CBS Blue MBA Association and BIMCO’s

the Association to run this sort of course,” said Irene

commercial and practical experience provides a unique

Rosberg, who has been appointed chief executive of the

learning proposition.”

new body, which has a governing board in place.

Ms Rosberg is the director of the Blue MBA. From the

The course introduction says that “participants embark on a journey encompassing ship management

inception of that programme, she has been responsible

fundamentals, regulatory frameworks, environmental

for its design, development and coordination. On behalf

sustainability, and emerging industry trends. The

of CBS, she has a fundamental role in building global

programme’s emphasis on practical sessions, case studies,

relationships and networks in the maritime industry. She

and diverse topics ensures a holistic understanding of the

draws on expertise from wide maritime connections, in terms

complexities inherent in ship management.”

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Training

Peter Grube, head of training at BIMCO (pictured left), said of the inaugural Ship Management Diploma programme in Copenhagen in September 2024: “The unique partnership between BIMCO and the Association delivered an innovative and positive learning experience, not least due to the active engagement of the 30 participants who attended. From the very first day, the synergy between our expert trainers and the participants sparked fascinating discussions that left everyone with valuable new insights to explore further. For me, it highlighted the strong demand for training programmes tailored to the specific needs of the ship management industry.

“With this in mind, we are already considering developing new training topics for 2025.”

Peter Gruber

For those taking part in such courses, it will amount to a strategic investment in personal and professional development in the ship management sector. Further, they will be connected to an expert community of specialist professionals and business leaders.

Participants who registered for the September event were from China, Denmark, Spain, Portugal, Norway, US, Germany, Cyprus, Netherlands, Indonesia, Israel and Nigeria.

Sessions started with a briefing on the fundamental principles in ship management, continuing by way of how to assess outsourcing versus in-house management, the competitive landscape, global outlook for the maritime industry, geopolitical and societal trends, world fleet and outlook, cost control, data, BIMCO clauses, facilitating decarbonisation, fuel types and energy efficiency, the challenges of creating and negotiating clauses to support the industry’s reduction of emissions, alternative propulsion, and bunker management, and many other topics, to encouraging innovative thinking within organisations beyond sheer regulatory compliance.

Irene Rosberg

Case studies included attracting and retaining a ship manager’s customer, outsourcing of services, and real-life examples of disputes in relation to BIMCO charterparties.

In other words – it all amounted to the need for a new ‘holistic’ business model for the 21st century, providing efficient and inclusive shipping, as the strong expert tutorial faculty urged. l

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Alternative Fuels KR involved in joint project to ensure safe ship-to-ship ammonia bunkering

A

partnership to develop the safety guidelines

while HD HHI and KSS Line will utilise their expertise and

for ship-to-ship ammonia bunkering has

experience in alternative-fuel vessels and ammonia carriers

been established through a Memorandum of

to evaluate controlled zones and safety procedures for

Understanding (MOU) between KR (Korean Register), HD

ammonia STS bunkering. KR will verify the compliance of

Korea Shipbuilding & Offshore Engineering (HD KSOE),

these safety procedures and issue an Approval in Principle

HD Hyundai Heavy Industries (HD HHI), KSS Line, and the

(AIP) certificate. The Liberian Registry, overseeing the

Liberian Registry.

world’s largest registered fleet, will further review the

As the demand for ammonia-fuelled vessels rises, this partnership aims to establish robust safety standards for

validity of these safety procedures.

KIM Yeontae, Executive Vice President of KR’s technical

STS ammonia bunkering, an efficient method for supplying

division, commented: “With the expected rise in ammonia

fuel to ammonia-fuelled vessels. The safe bunkering of

bunkering demand driven by the construction of more

alternative fuels, like ammonia, requires rigorous risk

ammonia-fuelled vessels, this collaborative effort to establish

assessment and the establishment of controlled zones and

safety standards is highly significant. Through this partnership,

while standards for LNG and methanol bunkering have

KR is committed to advancing ammonia fuel technology and

already been defined, says KR, ammonia currently lacks

supporting the industry’s decarbonisation efforts.”

KIM Jungsik, Managing Director of the Korea Office at

relevant guidelines.

To address this industry need, the five organisations

the Liberian Registry, stated: “Just as we observed with

involved will work together to develop standardised safety

the initial adoption of LNG STS bunkering, it is critical to

procedures that will set international benchmarks for ship-

establish regulations and procedures for ammonia as well.

to-ship ammonia bunkering.

Our Innovation and Energy Transition team will thoroughly

As part of the initiative, HD KSOE will perform risk assessments aligned with international industry standards,

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review the safety protocols and support the development of international standards.” l

Alternative Fuels

‘Practicality’ driving growth of LNG as alternative fuel

I

ndustry coalition SEA-LNG has

Digital Shipping Corridor (GDSC).

methane slip, in combination with

published its annual ‘View from

This was the first practical delivery

biomethane and e-methane, provide

the Bridge’ report, highlighting

of any international Green Corridor

a clear, effective, and viable long-term

2024 as another year of growth for

since they were announced as part of

pathway towards net zero emissions,”

the LNG pathway.

the Clydebank Declaration at COP 26

Keller continued. “Shipowners and

in Glasgow.

operators can be confident that the

Analysing data from SEA-LNG

Peter Keller, chairman of SEA-

vessels ordered today are future-

global market adoption and growth

LNG, said: “Our latest ‘View from

proofed for their lifespan. With a

reached record heights in 2024. SEA-

the Bridge’ reaffirms the importance

proven track record of technical

LNG reports annual vessel growth

of the LNG pathway as a practical

improvements to reduce methane slip

of over 33% to 638 LNG-fuelled

and realistic route to shipping’s

and upstream emissions, coupled with

vessels in operation worldwide today.

decarbonisation now. We continue to

tighter regulations from global and

Looking forward, over 1200 vessels

believe that the shipping industry is

regional authorities, we continue to

are expected to be operating by the

heading towards a successful multi-

believe methane slip will be a non-

end of 2028. In 2024, LNG dual-

fuel future where LNG will always play

issue by the end of this decade.”

fuelled vessels accounted for 70% of

a critical role.

members, the report found that

As the shipping industry heads

alternative fuelled tonnage ordered,

“To deliver net zero by 2050

into 2025, FuelEU Maritime will

excluding LNG Carriers, up from 43%

across the global shipping fleet, a

be a key regulation in advancing

in 2023.

basket of fuels is required and the

decarbonisation. According to

LNG pathway will continue to lead

analysis from SEA-LNG, FuelEU

growing availability of LNG bunker

the way. This is not a case of ‘my fuel

Maritime creates a favourable

fuel beyond the traditional bunkering

versus your fuel’ but rather which

environment for the LNG pathway.

hubs. Currently, LNG bunkers are

fuel best allows the industry to reach

With the ability to achieve GHG

accessible in approximately 198

its stated goals. The LNG pathway

emissions reductions of up to 23%,

ports worldwide, and plans are

provides the path to net zero.”

LNG-fuelled vessels are compliant

This record expansion follows the

underway for bunkering facilities in

SEA-LNG’s latest report also

until 2039. The use of liquefied

an additional 78 ports. This comes

highlights that 2024 has seen

biomethane and e-methane can

as over 60 LNG bunkering vessels

considerable progress in addressing

extend compliance through to 2050

are operating today, marking a 22%

methane slip. “Advances in eliminating

and beyond.

increase from 2023.

The report also highlights how the LNG pathway took a significant step in 2024, with liquified biomethane delivering on decarbonisation and regular renewable e-methane supplies expected in 2026. SEA-LNG members are prepared to offer biomethane bunkers in some 70 ports globally, with multiple bunkering operations already taking place.

A highlight was the successful biomethane bunkering pilot as part of the Methane Track within the Rotterdam-Singapore Green and

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Clean Oceans Selektope developer I-Tech highlights sustainability of antifouling biocides Swedish company I-Tech, developer of the barnacle repelling technology Selektope, believes that education around the important role of antifouling biocides in supporting sustainability in the maritime industry is vital.

A

s the negative consequences of marine biofouling on fuel use and emissions continue to intensify in parallel with tightening rules around GHG

emissions from cargo and passenger ships, the need for antifouling biocides to actively protect underwater surfaces from biofouling is greater than ever before.

Although marine biocides reside in the majority of

antifouling coatings used on the global shipping fleet, their crucial role in providing the only possible method for continuous active protection against biofouling species that is applicable for the entire maritime fleet is often underestimated. Concerns regarding the effects of biocides on the marine environment and their safe usage are frequently heightened by marketing campaigns promoting new alternative biofouling management technologies.

Effective education and knowledge around the extensive regulatory regimes that uphold the safety of biocide use in the marine environment can be relatively absent.

I-Tech, as a marine biocide supplier, recently coauthored the whitepaper entitled ‘Antifouling biocides: a key contributor to sustainable shipping’ with eight other global biocide suppliers, with the aim of highlighting the important role of biocides in antifouling coatings; the history of their use, how the safety of their use is regulated, and why the maritime industry needs them in the quest for meeting global sustainability and decarbonisation targets.

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Clean Oceans

over the past decade. Since the first antifouling coating containing Selektope was introduced to the industry in 2015, thirty-six antifouling coating products containing the biotechnology have been commercialised by several different global coatings manufacturers. By April 2024, sales of Selektope reached twenty tons, representing enough Selektope for over 15 million litres of paint.

Selektope is an organic, non-metal biocide that prevents hard fouling. It repels barnacle larvae from a coated surface with non-lethal effect using a novel, biotechnological approach achieved by the active agent medetomidine. Through Currently, more than 95% of the

natural receptor stimulation, the swimming

global shipping fleet are using biocidal

legs of barnacle larva kick at a higher

antifouling coatings to prevent fouling, at

frequency so that they cannot attach to

the same time the biofouling management

the coated surface.

technology sector is rife with innovation.

The inclusion of Selektope in global

This including the continuous advancing

and regional antifouling coatings ranges

of biocidal coating technologies, the

from 60-month systems for ocean-

development of low-biocide or biocide-

going vessels, to outfitting coatings

free coatings, hull grooming services and

for the protection of newbuild vessels

technology, and alternative hull surface

in shipyards, to domestic leisure boat

protection methods.

coatings for regional markets.

Lowering the quantity of total biocides

Makus Jönsson, CEO of I-Tech, says:

in antifouling paints, while still preserving

“As a supplier of a substance that is

their effectiveness, is a trend that is

classified and approved as a marine biocide,

emerging, particularly in certain areas

although with a temporary and non-fatal

of the world where regional regulation

effect on the target organism, we believe

supports optimising and lowering the

that increased knowledge around the need

total biocide content in coatings.

for biocides and how they are regulated

I-Tech, as a supplier of the marine

is key. This is why we contributed to

biocide, Selektope, is positive to

authoring the ‘Antifouling biocides: a key

this trend. Selektope, as a barnacle

contributor to sustainable shipping’ white

repelling active agent, can be used

paper and are strong advocates of getting

at extremely low concentrations in an

the message out that marine biocides are

antifouling coating system due to its

essential for a transformation to net-zero

selective mode of action on barnacle

emission shipping.”

species. With a recommended use

“This whitepaper provides the perfect

at 0.1% per wet weight of paint, it

vehicle for the industry to gain better

delivers successful and continuous hard

understanding of marine biocides and

fouling prevention performance for

their role in the shipping industry, in

the lifetime of the paint system, even

addition to providing vital context around

when vessels remain stationary for long

the aspects impacting their current and

periods of time.

future use,” concludes Jönsson.

This ability to enhance low biocide

Contact I-Tech to receive a free copy of

coating systems has made Selektope

the ‘Antifouling biocides: a key contributor

popular with paint manufacturers

to sustainable shipping’ whitepaper. l

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Objects of Desire » Flying style Step out in style with SAINT LAURENT’s jacket which draws inspiration from traditional flight styles. It’s cut for a slightly loose fit from cozy shearling and has buckles at the collar and hem. Brown shearling. Zip fastening through front, 100% shearling. Specialist clean only. Unisex.

Shearling jacket

£6,800 net-a-porter.com

» Weekend designs Elevate your weekend retreat with the Formula 1005 suitcase by your side. Crafted from signature Marbeuf canvas, this elegant companion features 360° wheels, two handles, a double zip closure, as well as a luggage tag, padlock, and key holder. Material: cow leather. Lining: fabric. Made in Italy. Dark Brown plus Maduro. Designed with a masculine style, suitable of course for anyone.

Berluti Formula 1005 Marbeuf canvas suitcase

£5,900 mytheresa.com

» Aerodynamic timepiece Sticking to the aviation theme, this watch is inspired by the profiles of automotive and aviation mid-century design. In the late 1940s and 50s, aerodynamic principles were just beginning to take root in product design. This masterpiece, reminiscent of a jet engine, in a complex case encloses an equally complex in-house movement, is a geometrically complex combination of milled sapphire crystal, 18K gold and grade 5 titanium. Twin balance wheels beat on each flank, while the body reveals the gearbox of the HM9 engine: MB&F founder Maximilian Büsser could well be a genius.

Horological Machine N°9

Price on application mbandf.com/machines

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Objects of Desire

» Super-quad Dubbed the ‘world’s first superquad’, the Engler Desat is crafted

by Slovakian company Engler Automotive. Like nothing made before, it’s a carbon fibre body powered by a 5.2-litre V10 engine sourced from an Audi R8, enabling it to accelerate from 0 to 62 mph in just 2.5 seconds, reaching a top speed of 217 mph. Combining hypercar performance with the thrill of a superbike, what an awesome piece of kit!

Engler Desat

£850,000 super-quad.com

» K-9 luxury Ensuring the perfect fit from the very first wear, The Dórro Collar benefits from the adjustable buckles and allows you to take the collar off or put it on with just a twist of the turnlock. Et voilà, you are both up and off in a stylish, yet durable leather luxury for your dog. It can be used alone or as part of the luxury leads collection combining high-quality materials with exquisite craftsmanship and representing the pinnacle of luxury in pet accessories.

The Dórro

£307 pagerie.com

» Exquisite reading Making a wonderful gift, this simple personalised bookmark is hand engraved with up to four initials in a cryptic monogram style. Measuring 7cm x 2cm, it comes complete with a coloured suede thong and it’s hallmarked at The London Assay Office. Complete in a gift box and made in the UK. Delivery available worldwide.

Monogram Book Mark

£1,415.00 GBP chris-parry-handmade.co.uk

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Review

The Ravenna Festival’s 35th edition 11 May – 5 July 2025 ravennafestival.org Named after the Creation days in

Andrea Chénier

Genesis, the festival in northern Italy reflects on climate change, sustainability,

Royal Opera House, London

and creativity’s role in multicultural

From May - June 2025

the flooding in Romagna, with Riccardo

communities. Opening one year after Muti and the Vienna Philharmonic,

Currently being performed at London’s Royal Opera House, Andrea Chénier is

it will feature over one hundred

a standout. This historical drama by Umberto Giordano features the world-

performances, major artists, and free

renowned tenor Jonas Kaufmann in the lead. Conducted by Sir Antonio

concerts. Guests of the programmes

Pappano in his farewell season, this passionate and powerful production

include Simon Rattle, Kirill Petrenko and

explores love and revolution with rich, dramatic music. Performances run

Accademia Bizantina, along with 1000’s

from May 30 to June 11, offering a rare opportunity to witness operatic

of other artists, thanks to the support of

brilliance in a world-class setting. Book at: www.operabase.com

the Ministry of Culture and sponsors.

Source Code

By Bill Gates Random House He’s the twenty-year-old who dropped out of Harvard to start a software company that became an industry giant and changed the way the world works and lives.

Source Code is not about Microsoft or the Gates Foundation or the future of tech. It’s the human, personal story of how he became who he is today, his childhood, his early passions and pursuits, his grandmother and ambitious parents, his early friendships and the sudden death of his best friend and his struggles to fit in. Bill Gates tells his own story, for the first time in a wise, warm and revealing way.

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books, theatre, dining, events, culture, films, festival, music, art, dvd, wine

Plates 320 Old St, London, EC1V 9DR plates-london.com/ Born from a lifelong fascination with food, a deep appreciation of nature, flavour and a passion for sustainable craft, siblings Kirk and Keeley Haworth have combined to create something very new, showing how versatile food can be, both on and off the plate. The first vegan restaurant to receive a Michelin star, Plants, in East London, has made history.

Offering innovative dishes such as slow-cooked leeks with frozen verjus and barbecued mushrooms, Head Chef Kirk is challenging traditional perceptions of fine dining.

Finding Hope in Afghanistan Shoalhaven Regional Gallery The Shoalhaven Regional Gallery in Australia is hosting ‘Finding Hope in Afghanistan,’ an exhibition by internationally renowned photographer and Afghan refugee Muzafar Ali. He secretly returned to his homeland in 2024 to capture images of women and girls who have suffered extreme repression since Taliban insurgents seized power in Kabul.

The artwork features compelling images of women attending underground schools. A concept hard to comprehend in the 21st Century, despite being very much a reality for so many. shoalhavenregionalgallery.com.au

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Lifestyle Kia boxes clever with latest flagship EV9

By Rob Auchterlonie

I

n the market for a big seven seat

DC power to recharge the

electric car? Well, they don’t

battery from 10 to 80 per

come much bigger than this.

cent state of charge in only

Bigger than your average parking

24 minutes. Just long enough

space (though having said that,

for the kids to take a comfort

what car isn’t these days?) Kia’s

break and grab a ‘healthy’

gargantuan EV9 evokes memories

snack on a trip.

of the box-on-wheels Land Rover

It’s Kia’s biggest vehicle so

Discovery and makes a compelling

far, and to be fair it’s probably

case for itself with its impressive list

their most impressive. No longer

of standard kit and high-end electric

do large seven seater SUVs need to

vehicle technology.

be petrol or diesel powered.

The five-metre long EV9 is the

There’s a two-wheel drive set up

second vehicle in Kia’s range to be

with 200bhp and 350Nm, or the dual

built on its Electric Global Modular

motor four wheel drive layout with its

Platform. All variants offer a 99.8kWh

378bhp, 700 Nm and a 0-62mph time

rear park sensors, powered tailgate,

battery pack with Kia’s fourth-

of just 5.3 seconds. Impressive for

second row window blinds, eight

generation battery technology. The

something weighing over 2600 kgs.

speaker audio system and power

rear-wheel drive EV9 Air can rack up

If it’s the four-wheel drive version

349 miles, while all-wheel drive GT-

that floats your boat then it’s the GT-

The interior is exceptionally well

Line and GT-Line S can travel up to

Line for you. It costs just over £73,000

trimmed and the cabin is dominated

313 miles on a single charge.

in the UK and features 21 inch alloys,

by switches and connections for the

adjustable front seats.

two tone upholstery, LED headlights,

various devices you might need on

on sale with 800-volt charging

twin 12.3 inch displays, six USB-C

a journey. There’s even a three pin

capability, EV9 can harness high

sockets (two per row), front and

socket in the boot!

And as one of only a few vehicles

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Lifestyle

The two sets in the rear can fold flat if you need a bigger load

a bit cramped if you do, but it’s a

the low tax benefits on an electric

cool idea.

vehicle should take a look.

area, and the second row is well

Comfort is where the Kia EV9

Bigger is always better when

catered for with vents in the roof

excels because it has a relaxing ride

it comes to bank balances and the

and separate heating controls, as

and there’s plenty room for all. It is

size of your windscreen TV - EV9

well as the aforementioned gadget

a big and heavy vehicle, though, and

makes the case for the same being

sockets. Headroom is acceptable in

you’ll notice that in town or on tight

true when it comes to seven-seater

all three rows.

country roads where the body leans

family cars.

There’s also a six-seat option,

over quite a bit. Performance though

Maybe it doesn’t quite feel as

which gives you second-row seats

is excellent, and the regenerative

posh as some German alternatives

that can swivel 180 degrees when

braking system works well too.

at this price but it’s close enough to

you’ve stopped so you can have a

Anyone looking for the space

be a compelling option if you want

natter to those in the back seats. It’s

a large SUV offers but who wants

something that bucks the norm. l

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Lifestyle

Kia EV9 GT-Line AWD Price: £73,275 Engine: 99.8kWh Power: 378bhp Torque: 516lb/ft Transmission: automatic Top speed: 124mph 0-62mph: 5.3 seconds Economy: 313 miles CO2 emissions: 0g/km

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