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SAFETY4SEA Log I October 2026 I ISSUE 118 I 3 safety4sea.com This edition places maritime safety firmly in focus, drawing attention to the critical lessons highlighted in the latest NTSB Safer Seas Digest. The report identifies recurring weaknesses in areas including maintenance, navigation, cargo securing, emergency response and critical onboard systems; a strong reminder that many serious incidents continue to stem from familiar operational gaps. We also look at the latest maritime safety data from Inmarsat, while on the green shipping front, DNV’s Maritime Forecast explores the industry’s decarbonization journey, where progress continues despite regulation, fuel availability and technology advancing at different speeds. With World Mental Health Day also marked in October, our Mental Health Watch column brings another important dimension to this issue. Industry stakeholders share the top changes needed to turn seafarers’ lived experiences into meaningful action and stronger mental health support. October is also a particularly active month for SAFETY4SEA. We begin with our 17th SAFETY4SEA Athens Forum and prepare for our sixth event in Singapore, while also celebrating the winners and recipients of the 2026 SAFETY4SEA Awards. Across all these activities, one priority remains constant: keeping the safety and wellbeing of crews and ship operations at the heart of the maritime conversation. For more updates, stay tuned to safety4sea.com Apo Belokas Founder & Managing Editor, SAFETY4SEA [email protected] Apostolos Belokas Editorial CONTENTS SAFETY4SEA is a Media & Safety Intelligence platform fostering Sustainable Shipping through www.safety4sea.com (250k monthly visitors), magazines, publications, industry surveys, digital intelligence services and global SAFETY4SEA & Crew Welfare Forums & Awards. INTERVIEWS 14. Allianz: Maritime resilience must take priority over cost efficiency 24. Anschütz: The next step in bridge technology is intelligent decision support 30. Rakuten Maritime: Cybersecurity is now just as critical a specification as the main engine 41. Cathelco: Preventative biofouling solutions should be viewed as Energy Saving Technologies 46. IG’s Autonomous Vessels Committee: Regulatory certainty is key to the future of autonomous shipping OPINIONS 32. The logbook comes full circle 34. PSC risk is local: Why portlevel KPIs matter 48. Effective leadership ashore improves safety culture onboard ARTICLES 8. NTSB Safer Seas Digest 2025: Critical safety gaps and lessons learned 16. The prevention gap: What Inmarsat data reveals about maritime safety 18. DNV: Flexibility becomes a strategic asset in shipping’s uncertain energy transition 27. The rules of global shipping are starting to fragment 37. Arctic container shipping moves closer to commercial reality INFOGRAPHICS 12. Stay SEAFiT: Mental health is a safety issue at sea EVENT COVERAGE 42. 6th SAFETY4SEA London Forum: Armed conflict is reshaping risk for ships and seafarers 44. Crew Welfare Week: Crew welfare must be treated as a strategic investment COLUMNS 4. Highlights 10. Mental Health watch 20. Safety News 38. Green News 51. Women in Shipping 52. Career Paths 54. Maritime health 56. Alerts 58. Safety digest 60. Video review 62. Book review 63. Reports 65. Regulatory Update 66. Crossword In this issue Find us here
4 I SAFETY4SEA Log I October 2026 I ISSUE 118 safety4sea.com HIGHLIGHTS Port State Control authorities across the Asia-Pacific discussed growing challenges at the Tokyo MOU Port State Control Committee’s 37th meeting in Singapore, 7–10 September. Ilya Espino de Marotta officially took office on 7 September as Administrator of the Panama Canal, beginning her seven-year term. Countries moved closer to finalizing a global Net-Zero Framework (NZF) for international shipping during IMO technical negotiations at ISWG-GHG, 1–4 September, in London. Marine insurers have a central role in managing rising war risks facing global according to IUMI President Frédéric Denèfle during the IUMI Annual Conference, 20-23 September. ICS brought maritime security concerns to the UN Security Council, with Thomas A. Kazakos warning on 17 September that vessels and seafarers cannot become collateral damage. SMM 2026 took place in Hamburg, 1-4 September, with industry and political leaders highlighting security and resilience as key priorities for the global maritime sector.
SAFETY4SEA Log I October 2026 I ISSUE 118 I 5 safety4sea.com HIGHLIGHTS The IMO joined international efforts to explore the safe use of nuclear technologies at sea, participating in the IAEA High-Level Forum launching the ATLAS initiative in August. Chinese shipbuilders and European shipowners called at SMM 2026 for closer cooperation on vessel development, alternative fuels and digital technologies. The Liberian Registry joined the Liberia Maritime Authority (LiMA) and China MSA in September to strengthen cooperation between the two maritime authorities. Greece and Japan reaffirmed their shared vision of strengthening maritime ties at the Thessaloniki International Fair (TIF) in September where Japan was the honored country. On 10 September, Operation ATALANTA was alerted on the hijacking of the vessel Glamor, approximately 38 nautical miles southwest of Balhaf, Yemen. ABS signed a memorandum of understanding (MOU) in September with Korean maritime organizations to advance standards for the next generation of smart ships and shipyards.
6 I SAFETY4SEA Log I October 2026 I ISSUE 118 safety4sea.com HIGHLIGHTS On 26 August, CSL and Adbri marked the start of operations of MV Yampu, the world’s first batterypowered self-unloading bulk carrier. On 31 August, DP World Shipping Solutions unveiled and named DP World London, its first methanol dual-fuel 1,250 TEU container vessel, built in China and delivered in April 2026. In August, the U.S. MARAD and CORE POWER signed a Memorandum of Cooperation to develop the framework for a future fleet of U.S.-flagged nuclear-powered merchant ships. China Merchants Group introduced a new system in September, designed to address interoperability challenges between onboard equipment from different manufacturers. GCMD and Equinor announced in September a new five-year partnership focused on turning maritime decarbonization technologies from pilot projects into scalable solutions. India stepped up efforts to decarbonize its maritime sector in September, with Minister Sarbananda Sonowal reviewing green shipping initiatives.
FULL MONTHLY REPORTS (PER SEGMENT) Access the complete PSI reports including KPI analysis, stress drivers, port alerts, hotspots, deficiencies and actionable guidance. www.risk4sea.com/PSI Prepare | Benchmark | Automate PSC INTELLIGENCE PLATFORM PSC STRESS INDEX (PSI) OCT 2026 ONE SIGNAL | 4 SEGMENTS | PURE INTELLIGENCE IS PSC ENFORCEMENT BECOMING MORE SEVERE OR MORE FORGIVING? PSI delivers a forward, reliable, normalized indicator to answer that one critical question. This is the current PSC Enforcement Climate - ACT ACCORDINGLY Deficiencies per Inspection (DPI) Detention Rate (DER) SMS Deficiency Rate (SDR) Predicted Deficiency Index (PDI) Human Factors & Crewing (HFC mDPI), per 1,000 PSCls Regulatory & Operat. Compliance (ROC mDPI), per 1,000 PSCIs Ship Structure & Equipment (SSE mDPI) per 1,000 PSCIs SEVEN PSC KPIs Based on: SEGMENT PSI READING HOW TO READ PSI Avg KPI Stress (Avg Delta% of 7 KPIs, Monthly vs Last 36 Months) #Detentions Stress (#Detentions Monthly vs Average of Last 36 Months) FORGIVING Improving Conditions NORMAL Baseline Environment SEVERE Escalating Pressure PSI is not about “what happened”. It defines how severe the PSC enforcement is becoming. 1-4 5 6-9 WHAT THIS MONTH READINGS INDICATE ! THIS MONTH’S PSI READINGS BULKERS TANKERS CONTAINERS GENERAL CARGO 2,288 PSCIs 70 +0.2% Detentions AVG KPI +5.7% vs Last Month +3 NORMAL CONDITIONS 941 PSCIs 20 -16.3% Detentions AVG KPI +0.5% vs Last Month SAME IMPROVING TREND 1,059 PSCIs 22 +2.9% Detentions AVG KPI +3.9% vs Last Month +3 NORMAL CONDITIONS 1,173 PSCIs 71 -3.0% Detentions AVG KPI +9.2% vs Last Month +3 Detentions Industry-wide detention stability with divergence ! Segmented baseline PSC Enforcement with divergence KPIs Industry-wide KPI improvement PSI-2 NORMAL CONDITIONS PSI-5 PSI-5 PSI-5
8 I SAFETY4SEA Log I October 2026 I ISSUE 118 safety4sea.com ART I CLE In the recently published Safer Seas Digest, the National Transportation Safety Board (NTSB) draws on 49 marine investigations completed in 2025. From the loss of the Titan submersible to the Dali bridge collapse and the fatal fire aboard Grande Costa D’Avorio, the casualties differ widely. Together, they raise a practical question: will a safety measure work when it is needed? NTSB SAFER SEAS DIGEST 2025: CRITICAL SAFETY GAPS AND LESSONS LEARNED The publication examines casualties involving different vessel types and operating environments. Beyond the headline cases, it identifies weaknesses in maintenance, navigation, cargo securing, emergency response and critical systems. Several investigations expose a gap between a safeguard’s intended purpose and its performance in practice. The lessons are relevant well beyond the vessels and locations involved. Three cases that exposed weak safeguards The containership Dali lost electrical power, propulsion and steering near Baltimore’s Francis Scott Key Bridge in March 2024. The ship struck the bridge, which collapsed, killing six highway workers. The NTSB traced the contact to a loose signal wire that had not seated securely in its terminal block. Its investigation also identified weaknesses in blackout recovery, the bridge’s protection against a vessel strike and communications to warn workers. A required switchboard inspection had lacked specific guidance for checking relevant control-wire con-
SAFETY4SEA Log I October 2026 I ISSUE 118I 9 safety4sea.com ART I CLE nections. During vehicle loading at Port Newark in July 2023, a modified passenger vehicle used as a pusher caught fire aboard Grande Costa D’Avorio. The crew could not safely close a garage door forming part of the fire boundary because its controls were inside the protected zone. This made the fixed carbon dioxide system ineffective. Two land-based firefighters died and six other responders were injured; the NTSB also found that the firefighters lacked adequate training for a vessel fire. The Genius Star XI suffered fires in two cargo holds during heavy weather while carrying lithium-ion battery energy storage units. Forty-one units broke free, and damage to battery packs in three units led to thermal runaway. The cargo had been arranged under an approved lashing plan, but some belt hooks did not fully engage with their D-rings. The case shows why crews must inspect the installed securing arrangement, not only confirm that a plan exists. Lessons learned Those three cases provide a starting point. The NTSB’s other investigations, including the Titan submersible loss, widen the practical lessons for ship operators, infrastructure owners and emergency responders. Less prominent casualties reinforce the breadth of the problem. The digest identifies open watertight doors in several flooding cases, a voyage plan that missed the risk of overhead contact, and a tow collision in which fatigue and cellphone distraction were factors. Each example points to a familiar control whose effectiveness depended on how it was applied during an ordinary operation. Together, the investigations suggest 13 practical lessons: 1. Plan and practice emergencies: Assign responsibilities, account for everyone aboard and rehearse communication with shoreside responders. Procedures need to work when an incident develops quickly, including during port operations. 2. Assess waterfront infrastructure: Bridge, pier and dock owners should evaluate their vulnerability to vessel strikes, inspect their condition and reassess risks as vessel size and traffic change. 3. Verify structural strength and durability: The Titan investigation found inadequate engineering and testing of its pressure vessel. For novel designs, verification must establish actual performance before operation; monitoring data must be analysed and acted on reliably. 4. Make emergency response arrangements credible: The Titan operator had not followed applicable guidance on suitable rescue facilities. Rescue was impossible after the implosion, but pre-arranged assets could have shortened the search. Response plans should match the operation’s location and hazards. 5. Maintain equipment effectively: Follow manufacturer requirements, fit correct replacement parts and inspect machinery before and immediately after restarting it following maintenance. An incomplete repair can introduce a new failure. 6. Reassess voyage plans when conditions change: Check charts, notices and local information for submerged and overhead hazards. A deviation, revised berth or unexpected condition calls for a fresh assessment, not automatic reliance on the original plan. 7. Detect and contain fires early: Consider detection in normally uncrewed spaces, and verify that fuel, ventilation and fire boundaries can be secured. A fixed extinguishing system depends on effective isolation of its protected space. 8. Preserve watertight integrity: Inspect hull condition, repair wastage, seal bulkhead penetrations permanently and close watertight doors underway. Small openings can allow flooding to spread beyond the damaged compartment. 9. Allow for bank effect: In confined or shallow waterways, account for forces that can change a vessel’s heading and pull its stern towards a bank. Speed reduction, tug assistance or a delayed transit may reduce exposure. 10. Manage fatigue and distraction: Protect an attentive lookout through workable watch arrangements, appropriate use of alarms and control of avoidable distractions, including personal phone use on watch. 11. Secure and monitor lithium-ion batteries: Verify cargo lashings and attachment fit to prevent damage and movement. Where batteries are operated or charged, follow appropriate charging practices and monitor their condition. 12. Prepare for electrical power loss: Test generating systems after maintenance against operating demand, examine recovery arrangements and consider redundancy or tug support when manoeuvring in restricted waters. 13. Use equipment as designed: Avoid unsuitable modifications, operation outside rated limits and routine bypassing of redundant systems. The pusher vehicle on Grande Costa D’Avorio and the generator fuel-system configuration on Dali illustrate the potential consequences. The digest’s cases give operators a way to examine their own safeguards: how a defect would be found, whether a system can be used safely during an emergency, and whether an approved arrangement still works once fitted on board. These are questions to resolve before the next demanding voyage, cargo operation or port call.
Stella Aber, Head of Programmes, The Seafarers' Charity Partly, but not yet at the level that decides outcomes. The maritime industry needs to treat frontline welfare and NGO data as evidence that informs official reporting, and not merely as anecdotes. Also, ensure crew-centred support, resilience training, helplines, trauma care and family support, is shaped by seafarers' perspectives, extending to families and shore-side staff affected by vicarious trauma. LuWanna Airheart, Director of Member Care, Mercy Ships International Perhaps the first step toward meaningful action is to recognize that supportive mental health resources may be lacking. By addressing the need, viable options such as organizationally funded member care can be incorporated into the normal rhythms of the seafarer’s experience. Dr. Walther Boon, Medical Doctor and Managing Director, MedAssist.online Not enough, I believe. We need to ask ourselves: can the crew sailing our ships point to something that really changed because they spoke up? Not what is said—but what is done. Real change? Their experience should guide what we do next. Three changes would make a difference: First, make it safer to speak out Second, give seafarers a real role in designing and evaluating support. Third, follow through. Martin Hedman, Director of Mental Wellness Practices, VIKAND Too often, the conversation around mental health at sea comes back to encouraging seafarers to speak up. If a seafarer is worried that raising a concern could affect their career, or that nothing will happen as a result, we cannot be surprised if they choose to stay silent. Companies need to understand what seafarers are telling them, look for recurring issues across vessels and fleets, and make sure somebody has responsibility for following those issues through. FROM LISTENING TO LASTING CHANGE In light of this year’s World Mental Health Day, we have invited industry experts to share their insights on the following question: Are seafarers’ voices truly shaping mental health support at sea? What needs to change to turn their lived experiences into meaningful action? Capt. Pradeep Chawla, CEO, MarinePALS Many companies and charitable institutions have done excellent work and are genuinely trying hard to provide psychological safety and supportive environments for the seafarers. However, a lot needs to change in our industry. Managers need to change their mindset and start treating mental health issues similar to physical ailments and rely on the judgement of medical experts about the fitness of the seafarer to go back on a ship. EXPERT THINKING ON MENTAL HEALTH AT SEA:
Marinos Kokkinis, CEO, OneCare Group Seafarers are speaking more openly about mental health than ever before, but we cannot assume that their voices are consistently shaping the support they receive. The real test is whether what crews tell us translates into meaningful changes onboard and ashore. Listening is essential, but acting on that feedback, within the influence of each stakeholder, is what truly makes a difference. Esa Henttinen, Executive Vice President, Safety Solutions, NAPA Seafarers are speaking up about mental health and driving change, but we also need to improve their working environment. The resulting fatigue and stress take a toll on crew mental health. Solutions need to focus on what's crowding seafarers’ headspace to produce concrete efficiencies, smarter task prioritization, streamlined reporting and data sharing that genuinely improve their workflows. Caroline Jupe, CEO, IMRF First, we must create safe environments where seafarers can speak openly about mental health without fear of stigma or judgement. Second, peer support networks should be strengthened. People with lived experience can provide understanding, empathy and practical guidance that complements professional support. Third, organisations must actively involve seafarers in developing wellbeing policies and support programmes. Panagiotis Kourkoumelis, Training and Development Manager, Kyklades Maritime Corporation Not yet, not consistently. Whether a seafarer's voice shapes mental health support depends heavily on where they come from and on the culture of the people managing the vessel ashore. Several organisations have made real progress in recent years, and we owe them gratitude. But there is still a lot to do. Two of the changes that are needed today: Write mental health explicitly into the regulations and make mental health first aid training mandatory. Irene Rosberg, Programme Director, Copenhagen Business School Mental health support for seafarers should be recognised as a regular and integral component of occupational health and safety, rather than as an additional service to be considered only when symptoms of mental illness emerge. Proactive mental health measures, including prevention, early identification, access to support, and ongoing wellbeing initiatives, should be incorporated into routine occupational health and safety practices and should be considered a strategic priority.leadership. Team leaders must be able to recognise when someone needs support and know how to respond. Professor Andy Smith, Director, School of Psychology, Cardiff University No. It is questionable whether any organisation has mental health support shaped appropriately by employees. More recently, it has become clear that promoting positive well-being is also crucial. This could be achieved by several types of intervention. Primary interventions would involve changing the nature of work. Secondary interventions might include training to promote well-being and help people cope with adversity. Finally, at the individual level, prevention, treatment, and health promotion methods need to be available. Joanne Ng, Advisor Seafarer Welfare & HE, Seafarer Safety, AMSA Seafarers' voices must be at the centre of efforts to improve wellbeing at sea. In 2026, the Australian Seafarers Welfare Council surveyed 436 seafarers visiting Australian ports. The results highlighted three key priorities for improving crew wellbeing. The maritime industry needs to: reduce operational barriers and improving port access; increasing connectivity; strengthen welfare and mental health support.
On the occasion of World Mental Health Day, recent industry findings highlight the pressures affecting seafarers’ mental wellbeing and why mental health must remain part of the safety conversation. According to the 2026 SEAFiT Crew Survey, key mental-health barriers include inadequate healthcare coverage insufficient guidance on coping strategies and lack of information on mental health symptoms. What the numbers tell us 65.2% - Wellbeing remained the weakest area of the 2026 SEAFiT Crew Survey, despite improving from 61.1% in 2025. (2026 SEAFiT Crew Survey) 35.9% ↑ - Mental-health contacts to SeafarerHelp increased year-on-year, reaching a record high. (ISWAN SeafarerHelp Annual Review, 2026) 27% - Had no access to free mental-health support or confidential counselling; another 17% had access but would not feel safe using it. (Delivering on Seafarers’ Rights 2026 Progress Report) 7.18 → 6.87 - Seafarer happiness declined from Q1 to Q2 2026. (The Mission to Seafarers, Seafarers Happiness Index Q2 2026) 49% - Said crewing levels were sufficient to work safely without excessive fatigue; 32% said no and 19% only sometimes. (Delivering on Seafarers’ Rights 2026 Progress Report) 10 - Confirmed seafarer suicides were recorded in 2025, up from 8 in 2024; the average age was 33. (Gard Crew Claims Report 2026) 44% - Reported stress during their latest contract, up from 35% in 2024 and 28% in 2019; 16% reported feeling depressed. (Danica Seafarer Survey 2025) ► ► ► ► ► ► ► MENTAL HEALTH IS A SAFETY ISSUE AT SEA Stress, fatigue, trauma and prolonged psychological pressure can affect mental wellbeing, decision-making and safe performance at sea.
seafit.safety4sea.com Adequate rest and recovery Sufficient rest supports mental wellbeing, alertness and safe decision-making onboard. Early support Recognising signs of distress early can help prevent problems from becoming more serious. Psychological safety Seafarers should feel able to speak openly about concerns without fear of stigma or negative consequences. Supportive leadership Leaders onboard play a key role in creating a culture of trust, respect and care. Confidential access to professional help Seafarers need easy, private access to qualified mental-health support when they need it. 1. 2. 3. 4. 5. 5 KEY COMPONENTS OF A HEALTHIER LIFE AT SEA
14 I SAFETY4SEA Log I October 2026 I ISSUE 118 safety4sea.com I NTERV I EW Geopolitical fragmentation and the growing vulnerability of maritime chokepoints represent a fundamental shift, Captain Nitin Chopra, Senior Marine Risk Consultant at Allianz Commercial stressed. However, one of the most critical concerns is the stark human cost of maritime disruption. ALLIANZ: MARITIME RESILIENCE MUST TAKE PRIORITY OVER COST EFFICIENCY SAFETYT4SEA: The Allianz Commercial’s Safety and Shipping Review 2026 report suggests that shipping is entering into a new and more volatile maritime order. In your view, how should the industry adapt? Capt. Nitin Chopra: Geopolitical fragmentation and the growing vulnerability of maritime chokepoints represent a fundamental shift - the unprecedented closure of the Strait of Hormuz and proposals to impose transit fees signal that freedom of navigation risks becoming a commodified service rather than a shared international principle. Trade fragmentation, nearshoring trends, and a more transactional approach to security provision will sustain elevated operational risk. Decarbonization pressures will continue imposing costs and accelerating fleet transition. The industry must adapt by prioritising resilience over pure cost efficiency – shifting to "just-incase" supply chains, investing in politically-aligned partnerships, and building adaptable strategies. The sector is transitioning toward a "new equilibrium" defined by persistent uncertainty, higher risk premia, and a greater strategic emphasis on resilience. S4S: Despite a significant decline in 2025, machinery damage or failure continues to account for more than half of all reported incidents. Why does this remain the leading cause of shipping incidents, and where should the industry focus its attention? Capt.N.Ch.: Machinery damage accounted for 1,505 of 2,818 reported incidents in 2025 – over half. Several factors explain its persistence. Claims inflation has not returned to pre-Covid-19 levels, with repair costs continuing to rise due to shortages of skilled labour, long lead times for spare parts, high energy and material costs, and limited shipyard capacity. The Middle East conflict compounds this through supply chain disruption, driving longer repair times and higher costs. Vessels trapped in conflict zones, unable to adhere to maintenance schedules, face heightened breakdown risk. The industry must focus on maintaining rigorous maintenance schedules, investing in crew training, and ensuring parts quality. S4S: Fires on large vessels, particularly container ships and vehicle carriers, remain a major safety concern. What practical measures should shipowners and operators prioritize to strengthen prevention, detection, and response? Capt.N.Ch.: With more than 200 fire incidents reported during 2025 – the second highest total over the past decade – fires remain a critical risk. Prevention must start with addressing mis-de-
SAFETY4SEA Log I October 2026 I ISSUE 118 I 15 safety4sea.com clared cargo, which accounts for a quarter of cargo-related fire incidents. AI-powered screening tools, such as the World Shipping Council and National Cargo Bureau's cargo safety program, which screens millions of container bookings globally, represent a critical step forward. Beyond this, the industry needs updated safety standards, vessel design improvements, and stricter regulations to keep pace with surging lithium-ion battery volumes, which can bring fire risks if incorrectly stored, transported or handled. Larger vessel sizes amplify risks, with overwhelmed crews often abandoning ship before salvage teams arrive — making early detection and crew preparedness essential. S4S: Misdeclared and undeclared dangerous goods continue to pose a serious and preventable threat. What more needs to be done across the maritime supply chain to improve cargo declaration and accountability? Capt.N.Ch.: Mis-declared cargo remains a major contributor to container ship fires - accounting for a quarter of cargo-related incidents. When hazardous goods such as batteries or chemicals are not properly declared, documented, and packed, containers may be stowed inappropriately, and firefighting efforts can be hampered. Put simply, the easiest way of sending cargo is not always the safest. Technology is part of the solution. The World Shipping Council and National Cargo Bureau's cargo safety program now leverages AI to screen millions of container bookings globally, identifying mis-declared or incorrectly labelled cargo – a critical step forward. However, technology alone is not enough. Greater accountability is needed across the entire supply chain, from shippers to freight forwarders. S4S: The report places significant emphasis on the human impact of geopolitical disruption. What should companies and the wider industry do to better protect crews operating in or near high-risk areas? Capt.N.Ch.: The human cost of maritime disruption is stark. The Middle East conflict and Strait of Hormuz closure exposed 20,000 seafarers to severe operational disruption and significant mental strain, with crews enduring months on board facing the threat of attack. This adds to psychological pressures already inflicted by the Covid-19 pandemic, Red Sea attacks, piracy, and the growth of the shadow fleet, where conditions on board for seafarers can be inadequate. Seafarer abandonments have risen for six consecutive years, reaching a record high of more than 6,000 left stranded last year. The industry faces a critical retention and recruitment challenge at a time of growing demand for skilled workers driven by automation and green transitions. If companies fail to prioritise crew welfare, the sector's resilience and global supply chain stability are ultimately threatened. The industry must provide robust psychological support and clear protocols for those operating in high-risk zones. S4S: How serious is the growing threat of GNSS jamming and spoofing, and how can shipowners strengthen navigational resilience? Capt.N.Ch.: GNSS interference, including GPS jamming and spoofing, poses a growing and serious risk to vessels navigating conflict zones and, increasingly, regular trade lanes. While jamming does not mean a vessel is sailing blind, such disruptions can compromise critical systems including navigation, AIS (Automatic Identification System), and safety equipment, potentially increasing collision and grounding risk in busy shipping lanes. GPS interference has already been cited as a factor in recent vessel collision and grounding incidents. Beyond safety, the manipulation of AIS signals has led to incidents of falsified vessel locations, complicating sanctions compliance and creating broader security concerns. Shipowners must invest in navigational resilience by ensuring backup systems and redundancy are in place, training crews to operate effectively when primary navigation systems are compromised and adopting multi-layered positioning technologies that reduce dependence on any single satellite system. As interference becomes more widespread, the industry cannot afford to treat this as a niche risk. S4S: What safety risks arise from an ageing global fleet, and how should owners manage them? Capt.N.Ch.: The average age of the global shipping fleet rose to 23 years in 2025, with vessels 20 years or older now accounting for almost a quarter of the global container ship fleet – the highest proportion in decades. This is a significant safety concern: vessels over 20 years old account for over half of all safety incidents. As ships age, the likelihood of incidents increases due to structural, mechanical, and technological obsolescence, creating risks for crew, cargo, and the environment. Owners must prioritise rigorous maintenance regimes, invest in fleet renewal where possible, and ensure parts quality is not compromised by cost considerations. I NTERV I EW The human cost of maritime disruption is stark.
16 I SAFETY4SEA Log I October 2026 I ISSUE 118 safety4sea.com THE PREVENTION GAP: WHAT INMARSAT DATA REVEALS ABOUT MARITIME SAFETY to a loss of life or vessel,” he said. Weather dominates the warning picture For the first time, Inmarsat has combined its distress information with large-scale analysis of Maritime Safety Information broadcasts through its new Maritime Safety Data Hub. More than 106,975 maritime safety broadcasts were analysed. Weather accounted for 84.6% of urgent maritime safety broadcasts in 2025, while storms represented 75% of identified weather hazards. Overall, 97.4% of maritime safety broadcasts were routine Safety messages and only 2.6% were classified as Urgent. The relationship between weather warnings and distress events is particularly notable. According to Dodd, vessels in affected areas received, on average, around 10 warning messages in the 12 hours before a distress event. “We can see that there is a direct correlation. There are on average 10 messages broadcast to all seafarers in an area warning them of severe weather, yet there is still distress.”, he said. The finding does not suggest that weather warnings are ineffective. Rather, it raises questions about how information is interpreted, incorporated into voyage and operational decisions, and acted upon onboard. “That is something we need to take on board, learn from and investigate,” Dodd noted. Tropical cyclones demonstrate the disproportionate impact that individual hazards can have. Although they accounted for only 4% of overall weather hazards, they generated more than 99% of urgent weather broadcasts, reflecting the severity of their operational implications. Maritime safety systems have become increasingly sophisticated, yet vessels continue to experience hundreds of distress situations every year. Inmarsat Maritime received 741 GMDSS distress calls in 2025, compared with 801 in 2024 and 788 in 2023. Although the latest figure represents a decrease, it remains close to the six-year annual average of 799 calls recorded between 2018 and 2021. For John Dodd, Head of Maritime Safety at Inmarsat Maritime, this persistence is significant. “We have seen a slight decrease in the number of distress alerts, which is fantastic news, but the trend hasn’t changed,” he told SAFETY4SEA during SMM 2026. With an average of around 800 distress alerts each year, Dodd stressed that these are not minor operational events. “That means imminent danger Maritime distress levels remain stubbornly persistent despite advances in technology, communications and regulation. New data from Inmarsat Maritime highlights the role of weather, machinery failure and emerging navigational threats, while raising a more fundamental question: is the industry making effective use of the safety information already available?
SAFETY4SEA Log I October 2026 I ISSUE 118 I 17 safety4sea.com ART I CLE tions. The Indian and Pacific Ocean regions consistently recorded the highest distress rates, reflecting factors including traffic density, long trading corridors and complex energy supply routes. October recorded the highest volume of weather safety broadcasts, with approximately 1,029 messages issued before distress events during the month. Such patterns may offer operators an opportunity to move from retrospective analysis towards earlier intervention. Different sectors, different exposures The data reveals important differences across vessel types. Tankers recorded the highest number of distress calls, with 203, followed by bulk carriers with 105. Container ships recorded 54 calls. For tankers, the risk environment now extends beyond traditional concerns such as machinery reliability and severe weather. Sanctions, electronic interference and shadow fleet activity are adding new complexity, particularly along Middle East and East Asian energy routes. Bulk carriers, meanwhile, continue to face familiar challenges. Despite progress in ship design and regulation, machinery reliability and cargo-related risks remain prominent, suggesting that long-standing operational vulnerabilities have not disappeared. Container shipping is also increasingly exposed to the interaction between geopolitical disruption and navigational risk. Diversions around the Cape of Good Hope during 2025 increased voyage duration, fuel consumption, workload and overall exposure, while GPS spoofing and signal jamming added another challenge in conflict-affected waters. These emerging threats are changing the maritime risk profile. GPS interference can undermine situational awareness precisely when crews may already be operating under heightened security or navigational pressure. From regulatory compliance to safety culture Technology and data alone, however, cannot solve the problem. Asked what he would change about maritime safety, Dodd pointed to two areas: “Without a doubt, it’s the culture and training. The maritime industry for many years has not had a safety culture. It has had a regulatory culture. People put safety devices onboard because the IMO says this is what you must do.”, he said. As distress numbers continue to remain broadly stable, the challenge is increasingly clear. Better technology can issue the warning. Better data can reveal the pattern. But effective prevention ultimately depends on what companies and seafarers do with both. Machinery remains a fundamental vulnerability The data also highlights the continuing importance of equipment reliability. According to the analysis, equipment failures account for approximately 60% of maritime incidents. Weather may not cause the initial machinery failure, but severe conditions can substantially increase its consequences. A propulsion, steering or other technical failure that might otherwise remain manageable can become far more serious when a vessel is exposed to storms, heavy seas or restricted manoeuvring options. This interaction between technical condition and operating environment reinforces the importance of looking beyond isolated incident causes. Risk often develops through several factors occurring at the same time. The findings also point to geographical and seasonal concentra-
18 I SAFETY4SEA Log I October 2026 I ISSUE 118 safety4sea.com DNV: FLEXIBILITY BECOMES A STRATEGIC ASSET IN SHIPPING’S UNCERTAIN ENERGY TRANSITION clear while retaining enough flexibility to respond as regulations, fuel markets and technologies develop. Key findings • Stronger global regulatory incentives could enable the world fleet to consume up to 25% less energy by 2050 than under a pathway driven primarily by regional regulation. • Energy-efficiency measures and speed reductions could reduce world-fleet energy consumption by up to 16% in 2030 compared with business as usual, with substantially greater potential towards 2050. • Alternative fuel-capable gross tonnage, excluding LNG carriers, increased from approximately 0.4% of the fleet in 2020 to 5.2% by August 2026. • Shipping demand for low-GHG fuels could range from 4–22 Mtoe in 2030 and 33–185 Mtoe in 2050, depending largely on regulatory developments. • Current project pipelines suggest global low-GHG fuel supply could reach a maximum of 270 Mtoe by 2030, although DNV stresses that actual supply is likely to be lower because of project delays and other uncertainties. Regulatory uncertainty becomes an investment variable DNV considered four possible regulatory futures, ranging from adoption of the IMO Net-Zero Framework broadly in its initially approved form to its rejection and prolonged regulatory gridlock. The significance for owners is that regulatory delay does not mean transition pressure disappears. FuelEU Maritime and the EU ETS already cover an estimated 10%–15% of global fleet fuel consumption, while DNV warned that prolonged uncertainty at IMO level could encourage further regional approaches. Shipping is no longer debating whether the energy transition will affect fleet strategy. The more difficult question is how to invest when the regulatory pathway, future fuel availability and relative technology costs remain uncertain. That challenge sits at the centre of the tenth edition of DNV’s Maritime Forecast to 2050. Rather than presenting one pathway towards decarbonization, the report examined how different regulatory outcomes could influence fleet investment, energy use and demand for lowGHG fuels. The timing makes the issue particularly important. As Cristina Saenz de Santa Maria, CEO Maritime at DNV, noted, “Ships ordered today will operate well beyond 2050.” Yet many of the conditions determining their long-term competitiveness remain unresolved. For shipowners, therefore, the challenge is increasingly one of managing transition risk: taking action where the business case is already The recently published DNV report ‘Maritime Forecast to 2050’, revealed that shipping’s decarbonization journey is advancing, but regulation, fuel supply and technology are developing at different speeds.
SAFETY4SEA Log I October 2026 I ISSUE 118 I 19 safety4sea.com ART I CLE tainership built in 2013 was assessed for a bow retrofit, propeller retrofit and propeller boss cap fin, involving an estimated investment of USD 2.35 million. The measures were estimated to deliver around 16% fuel savings, with payback ranging from approximately 1.4 to 4.2 years, depending on fuel prices. DNV therefore describes energy efficiency as one of the most immediate measures available to owners, capable of providing value across different regulatory outcomes. Its strategic value goes further than reducing today’s bunker bill. Lower energy consumption also reduces future exposure to expensive low-GHG fuels and carbon-related compliance costs. Fleet readiness is increasing faster than fuel certainty Technical capability is also expanding. Excluding LNG carriers, the number of alternative fuel-capable vessels increased from 213 in 2020 to 1,329 by August 2026, while gross tonnage increased far more rapidly because much of the uptake has been concentrated in larger vessels. LNG dual-fuel technology remains dominant, while methanol is gaining a substantial foothold, particularly in container shipping. DNV has also identified at least one low-GHG fuel bunkering operation at nearly 90 ports worldwide. However, the report cautioned that this should not necessarily be interpreted as regular commercial availability for ocean-going vessels at every location. This distinction is important. The fleet may increasingly be technically capable of using alternative fuels, but that does not guarantee sufficient quantities of the right low-GHG variants at the required ports and prices. Stress-testing replaces the search for one perfect solution An illustrative VLCC analysis brought the strategic challenge into sharper focus. The DNV study compared a conventional HSHFO-andscrubber strategy with the gradual introduction of dual-fuel LNG vessels under slow- and rapid-transition scenarios. Under the slower transition, the conventional strategy performs better on cost. Under stronger and faster GHG regulation, the economics shift in favour of the LNG strategy. Importantly, neither of the two strategies assessed is clearly preferable across all the scenarios examined. That is why DNV argues for scenario-based fleet planning. As lead author Øyvind Sekkesæter explained, testing fuel and technology choices across several futures can help owners identify strategies that create value while retaining flexibility. Final thoughts For maritime executives, three priorities emerge from the report: capture economically attractive efficiency gains, preserve flexibility in fuel and technology choices, and test longlived fleet decisions against more than one credible future. The report does not provide certainty over which fuel or regulatory pathway will ultimately dominate. Its greater value is in showing that uncertainty can itself be managed. For owners committing capital to assets with multi-decade lifetimes, resilience may increasingly depend not on making one perfect prediction, but on ensuring that today’s decisions remain workable if tomorrow develops differently. Different outcomes could materially alter the relative economics of fuels, technologies and fleet investments. This makes regulatory uncertainty itself a factor that needs to be incorporated into long-term planning rather than treated simply as a reason to delay decisions. Energy efficiency provides the clearest near-term case Among the report’s strongest findings is the continuing value of energy efficiency. DNV modelling indicated that efficiency measures and speed reductions could cut world-fleet energy use by up to 16% in 2030 compared with business as usual. This corresponds to approximately 40 million tonnes of fuel and 120 million tonnes of CO2-equivalent emissions, with potential annual fuel-cost savings of about USD 23 billion, assuming a fuel price of USD 580 per tonne. The report also provided a practical retrofit example. A 5,000 TEU con-
20 I SAFETY4SEA Log I October 2026 I ISSUE 118 safety4sea.com SAFETY NEWS Geopolitical risks intensify across key shipping routes ►Geopolitical tensions continue to increase security and compliance risks for shipping across several key regions. In early October, the UK announced 31 new sanctions targeting Russia, including eight vessels, as part of efforts to disrupt maritime and financial networks supporting the war in Ukraine. INTERCARGO also warned that continuing insecurity in the Black Sea and Sea of Azov is affecting commodity movements and called for greater protection of merchant shipping and seafarers. Meanwhile, the Strait of Hormuz remains a major concern. Three tankers were struck by unknown projectiles in separate incidents on 29 September, while delayed incident reporting and vessels operating with AIS switched off are making the security picture increasingly difficult to assess. Iran has also warned shipowners and charterers over compliance with its claimed transit requirements, with vessels on its non-compliance list potentially facing restrictions, fines or detention. Risks are also rising around Bab el-Mandeb, where recent Houthi advances along Yemen’s Red Sea coast have renewed concerns over the security of commercial shipping. Find latest updates at https://tinyurl.com/38apehjk Countries step up protection for seafarers in conflict zones ►As security risks increase across the Strait of Hormuz, Black Sea and other conflict-affected waters, major seafarer-supplying countries are strengthening measures to protect their nationals at sea. India has introduced a new tracking system to monitor Indian seafarers aboard vessels operating in high-risk regions and support faster coordination during emergencies. Meanwhile, the Philippines is reviewing deployments to dangerous areas following recent attacks involving Filipino crews and is investigating whether shipowners and manning agencies complied with existing safety requirements. Filipino seafarers must also be allowed to refuse deployment where risks cannot be adequately mitigated. Together, the measures highlight growing government scrutiny of how seafarers are deployed, monitored and protected when commercial shipping continues to operate close to armed conflict. IMO CCC 12 strengthens focus on emerging safety risks ►The IMO’s Sub-Committee on Carriage of Cargoes and Containers (CCC 12) advanced several measures aimed at addressing safety risks linked to alternative fuels, new technologies and cargo operations. A key outcome was the finalisation of revised safety guidelines for ships using methyl and ethyl alcohol as fuel. The updated provisions strengthen requirements covering toxicity, gas detection, bunkering, ventilation, fire protection, crew training and emergency preparedness. Work also continued on safety requirements for fuel cells, low-flashpoint fuels and onboard carbon capture systems, reflecting the need for safety standards to keep pace with shipping’s energy transition. Cargo safety also remained a major focus. CCC 12 progressed amendments to the IMSBC and IMDG Codes, including requirements for new bulk cargoes and the carriage of lithium and sodium-ion batteries. Particular concern was raised over the fire risk created when large quantities of otherwise exempted small batteries are consolidated in containers. The Sub-Committee also agreed a comprehensive revision of the CTU Code and finalised new performance standards for containership lashing software. Explore more at https://tinyurl.com/3h8t77c4
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22 I SAFETY4SEA Log I October 2026 I ISSUE 118 safety4sea.com SAFETY NEWS Renewed piracy activity raises security concerns off Somalia ►Piracy activity off Somalia is showing renewed signs of escalation, raising concerns over vessel and crew security across the wider region. ICC International Maritime Bureau (IMB) reported 13 piracyrelated incidents during the first seven months of 2026, compared with eight in 2024 and five in 2025. While activity remains well below the levels seen during the 2009–2011 piracy crisis, the latest figures indicate a clear resurgence. The threat was underscored by the hijacking of the MT Honour 25, which ended with five seafarers killed before Puntland security forces retook the vessel. Sixteen suspected pirates were captured, according to local authorities. Somali pirates continue to demonstrate the ability to hijack vulnerable vessels, including fishing vessels and dhows that can subsequently be used as mother ships to support attacks further offshore. IMB continues to urge vessels transiting the region to maintain vigilance and follow the latest Best Management Practices, while industry groups stress the importance of robust risk assessments and appropriate shipboard security measures. IACS: New Paris MoU methodology could increase PSC exposure for ships ►IACS has raised concerns over the Paris MoU’s forthcoming methodology for assessing Recognized Organization (RO) performance, warning that it could indirectly increase PSC exposure for ships. The new methodology, due to take effect on 6 July 2027, will change how responsibility for detainable deficiencies is assigned. Instead of assessing whether an RO caused, contributed to or could reasonably have prevented a deficiency, responsibility will be linked to the RO that issued the relevant statutory certificate. In practice, a detainable deficiency could count against an RO even where its involvement was limited. If this contributes to a lower RO performance rating, it could adversely affect a ship’s risk profile and increase the likelihood of more frequent or expanded PSC inspections. IACS also warns that small changes in detention numbers could disproportionately affect RO ratings, particularly where inspection numbers are low. Fleet age, ship type, trading patterns and exposure to specific PSC regimes may further influence the results. IACS therefore calls for statistical safeguards to ensure published performance data is representative, proportionate and not misleading. Machinery failures drive hull claims ►Marine hull claims costs remain elevated, while an ageing insured fleet and higher vessel values are increasing exposure, according to Cefor’s Mid-year hull report. Claims costs have remained high for a fourth consecutive year, although below the peaks seen in 2024 and 2025, while claims in the USD 10,000–500,000 range continue to rise. Total loss frequency remains low at around 0.05%, but machinery failures have increased in recent years and now account for the largest share of both claims numbers and costs, while also contributing to fires and navigation-related casualties. The insured fleet continues to age, and overall vessel values rose by 1.5% at the 2026 renewals, with significant differences between vessel segments. Explore more at https://tinyurl.com/yzjmyb2t
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