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MARPOL Annex VI

Emissions Control Ara (ECA)

Effective from 1^st May 2025, the Mediterranean sea will become part of an emissions control area under the IMO, reference MEPC.261(79). Vessels transiting this area will now require adherence to ECA regulations on sulphur oxides and particulate matter, burning compliant fuels of 0.1% Sulphur or having an approved EGCS in place. Vessels will need to obtain clear bunker delivery notes stating the sulphur content as well as recording this accurately into the Oil Record Book Part I. Vessels will require a written procedure describing how the fuel changeover is to be carried out, taking into consideration the time taken to entirely change over to compliant fuel within the complete fuel system pipelines.

Further Amendments

Further amendments have been made to MARPOL Annex VI as per IMO resolution MEPC.385(81) which will come into force on 1^st August 2025.

Regulations 2, 14 and Appendix I has been revised to bring clarity to the definition of gas fuels as well as stating that the onboard sampling points do not apply to gas/low flashpoint fuels.
Regulation 18 has been revised to include gas/low flashpoint fuels into the bunker delivery note (BDN) requirements. Vessels operating on gas/low flashpoint fuels should ensure the BDN received includes all required information as per Appendix V of MARPOL Annex VI.
Regulation 13.2.2 clarifies that replacing a steam engine with a diesel engine is considered a major conversion. Replacement engines must comply with Regulation 13 for Nitrogen Oxides. In the event that a Tier III engine is not possible, a Tier II engine can be used in line with resolution MEPC.396(81). The flag administration must report this to the IMO.
Regulation 27 – Amendments to this regulation allow the IMO to share ships fuel oil consumption data with analytical consultancies and research entities with the companies consent under strict confidentiality. Additionally, Appendix IX has been updated for the information to be submitted to the IMO. This allows for further granularity regarding fuel consumption and voyage data. Vessels over 5000GT should ensure their SEEMP Part II, for data collection, is modified to meet the new updates.

The International Maritime Organisation’s (IMO) Maritime Safety Committee has recently formally adopted new amendments to its Safety of Life at Sea (SOLAS) regulations. and will require mandatory reporting of all containers lost at sea from 1^st January 2026.

SOLAS Regulation 31 now mandates that the master of a ship involved in the loss of containers must immediately reports specific details to nearby ships, the nearest coastal state, and the vessel’s flag state. The flag state is then responsible for passing this information to the IMO via a new module in the Global Integrated Shipping Information System (GISIS). SOLAS Regulation 32 outlines the reporting process, stipulating that reports of containers lost at sea must be made as soon as possible, with updates provided as more information becomes available. A final count of lost containers must be confirmed after a thorough inspection. Mandatory details include the position of the lost containers, the number lost, and whether any contained dangerous goods.

Source: The Loadstar

Notice to: Ship Owners / Managers/ Operators / Surveyors / Auditors

This Circular is issued to advise that IMO Resolutions MSC.540(107) and MSC.541(107) entered into force on 01 January 2025. Both these Resolutions concern amendments to the International Convention and the Code on Standards of Training, Certification and Watchkeeping for Seafarers (STCW).

Regulation I/1 of the STCW Convention – Definitions and clarifications

A new definition has been added:

“Original form means a paper or an electronic form of any certificate required by the Convention, issued in the format approved by the Administration, provided that the minimum information, as required in paragraph 4 of section A-I/2 of the STCW Code, is readily available.”

Regulation I/2 of the STCW Convention – Certificates and Endorsements

Paragraph 11 has been replaced by:

Subject to the provisions of regulation I/10, paragraph 5, any certificate required by the Convention must be kept available in its original form on board the ship on which the holder is serving. If an electronic form is used, the minimum required data must be accessible as defined by the Administration in accordance with the STCW Code, which is necessary to initiate a verification procedure.”

Section A-I/2 of the STCW Code – Certificates and endorsements

Paragraph 4 has been replaced by:

In using formats which may be different from those set forth in this section, pursuant to regulation I/2, paragraph 10, Parties shall ensure that in all cases:
1. all information relating to the identity and personal description of the holder, including name, date of birth, photograph and signature, along with the date on which the document was issued, shall be displayed on the same side of the documents;
2. all information relating to the capacity or capacities in which the holder is entitled to serve, in accordance with the applicable safe manning requirements of the Administration, as well as any limitations, shall be prominently displayed and easily identified;
3. the terms “front”, “back” and “overleaf”, as referred to in these provisions, are not applicable for certificates and endorsements in electronic form; and
4. an official seal, photograph and signature of seafarer are not necessary for certificates and endorsements in electronic form.”

Act now

Ship Owners/ Managers/ Operators/ Surveyors/ Auditors should note the above and be guided accordingly.

Source : Dromon Bureau of Shipping (DBS) – Home

The U.S. Coast Guard proposes to update its maritime security regulations by adding regulations specifically focused on establishing minimum cybersecurity requirements for U.S.-flagged vessels, Outer Continental Shelf facilities, and U.S. facilities subject to the Maritime Transportation Security Act of 2002 regulations. This proposed rule would help to address current and emerging cybersecurity threats in the marine transportation system. In this Maritime Matters: The Marinelink Podcast, we host a live panel discussion with five experts from the Coast Guard, classification, vessel owners and connectivity leaders to discuss what the rules may look like, as well as what work boat owners should do now to protect themselves, and the consequences not preparing.

Source : https://www.marinelink.com/news/cyber-security-maritime-sector-need-know-520822

DALL·E-2025-01-10-15.48.45-A-professional-depiction-of-a-crew-member-onboard-a-modern-commercial-vessel-sitting-at-a-desk-in-front-of-a-computer.-The-setting-includes-nautical-e.png

A three-year exhaustive study has shown that the structures supporting the implementation of work/rest regulations at sea are being broken, with nearly two-thirds of seafarers adjusting their work/rest records.

Under the Maritime Labour Convention 2006 (MLC), a seafarer has the right to regulated work and rest. A three-year exhaustive study has revealed that the structures supporting the implementation of work/rest regulations at sea are breaking down, with nearly two-thirds of seafarers adjusting their work/rest records. Under the Maritime Labour Convention 2006 (MLC), a seafarer has the right to regulated work and rest hours. Hours of work are defined as either maximum or minimum hours of rest. The maximum work hours must not exceed 14 hours in any 24 hours and 72 hours in any seven days. The minimum hours of rest must be at least 10 hours in any 24 hours and 77 hours in any seven days.

A record of a seafarer’s daily hours of rest or work must be kept onboard in the ship’s working language and English, signed by the seafarer and the master or other authorized person, with a copy provided to the seafarer. In his PhD dissertation for the World Maritime University, funded through support from the ITF Seafarers’ Trust, Bikram Bhatia surveyed 6,304 seafarers, interviewed 55 port state control (PSC) officers, and analyzed data from 16,551 PSC inspections. The research findings include that 64.3% of seafarers adjusted their work/rest records, while PSC officers needed help to detect non-compliance.

More concerning is the coercion from shore-based management. 66.7% of respondents had their reports questioned by their company, 60.1% felt compelled to adjust their reports, and 49.1% were explicitly instructed to do so. The high compliance rates reported by PSC inspections mask the reality of seafarers’ non-compliance, creating what Bhatia describes as a “false narrative at policy levels.”

Reconciling wellness with excessive demands seems implausible, suggested Steven Jones, founder of the Seafarers Happiness Index, in a recent article for Splash. “Crews face overwhelming demands while grappling with chronic underreporting of work hours and the threat of punishment for infractions,” Jones argued, adding: “Seafarers face a difficult choice: being honest about overwork can lead to punishment, while dishonesty may allow them to escape consequences, this creates a troubling lack of incentive for proper, effective, open, and transparent recording of work hours.”

Souce: Splash 247

DALL·E-2025-01-10-10.42.04-A-visually-appealing-illustration-showcasing-maritime-inventory-and-hazardous-material-maintenance.-The-image-features-a-ships-deck-with-organized-in.png

On June 26, 2025, the International Maritime Organization (IMO) will implement the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships (Hong Kong Convention). This pivotal treaty aims to regulate ship recycling practices, prioritizing the safety of workers and the protection of the environment from risks associated with hazardous materials found on ships.

Improper handling of hazardous substances can lead to severe health issues and environmental degradation, including oil spills, toxic leaks, and contamination of soil and water. Such consequences pose a threat to marine life, local ecosystems, and even vital water supplies for human consumption.

Annually, around 500 commercial vessels conclude their operational life and undergo dismantling for recycling. The Hong Kong Convention mandates that ships exceeding 500 gross tonnage (GT) maintain an Inventory of Hazardous Materials (IHM). This inventory serves as a detailed record of hazardous substances onboard, such as asbestos and heavy metals, ensuring proper handling and disposal during the recycling process.

With the convention’s enforcement, ships over 500 GT must prepare and have an IHM approved by the implementation date. This requirement applies to vessels registered under countries that have ratified the treaty. Flag Administrators are tasked with ensuring compliance, and the convention outlines specific hazardous materials that must be managed, including asbestos, heavy metals, chromium-6, and polychlorinated biphenyls (PCBs). Proper identification and control of these materials are vital to reducing risks during ship dismantling.

Historically, the ship recycling industry has witnessed numerous incidents due to inadequate safety measures. The HKC seeks to address these issues by enforcing regulations and requiring the IHM, a critical tool for promoting best practices in hazardous materials management across the shipping and recycling sectors.

The IHM involves several stages throughout a ship’s lifecycle:

Approval and Certification (PART I): Creating and certifying the initial inventory.
Maintenance and Renewal: Updating the inventory at regular intervals, typically every five years.
Dismantling and Recycling (PART II and III): Managing final inventories during the shipbreaking process.

Certified hazardous materials (HAZMAT) inspectors are responsible for conducting these assessments and providing guidance to shipowners on compliance. When hazardous substances are identified, remediation can be undertaken with professional oversight, including the substitution of non-hazardous materials.

As the enforcement date of the Hong Kong Convention approaches, it marks a significant step towards safer ship recycling practices and the preservation of marine environments. Comprehensive IHM implementation ensures that vessels are dismantled responsibly, minimizing risks to workers and the environment. By monitoring hazardous materials throughout a ship’s operational life, the maritime industry demonstrates its commitment to sustainability and public well-being. The convention and its associated measures stand as a testament to the industry’s dedication to fostering safer and more sustainable practices worldwide.

New Requirements for Ballast Water Record Books (BWRBs)

Starting in 2025, the International Maritime Organization (IMO) will implement two resolutions introducing changes to ballast water record-keeping and electronic record book approval. These updates aim to streamline compliance with the Ballast Water Management (BWM) Convention and clarify record-keeping practices for ship operators.

Key Changes Effective 1 February 2025

From 1 February 2025, updated guidelines for ballast water (BW) record-keeping will come into effect, as outlined in Circular BWM.2/Circ.80. These updates are intended to simplify the process for ship crews and include:

An updated example of a ballast water reporting form (Appendix II).
A voluntary tank-by-tank logging form for ballast water operations.
Guidance for logging operations under challenging water quality conditions (from Circular BWM.2/Circ.80/Rev.1).

Additionally, the BWM Convention’s Appendix II has been revised by Resolution MEPC.369(80), introducing a new BWRB format. As of February 2025, all vessels with an approved BWM plan will need to:

Record ballast water operations using the updated codes (A to H) and item numbers specified in MEPC.369(80).
Ensure the new BWRB format is used for all record-keeping in compliance with Circular BWM.2/Circ.80.

Crews should become familiar with these changes, as compliance will be required by both port state and flag administrations. Importantly, the BWRB format can be updated without necessitating amendments to the Ballast Water Management Plan (BWMP), meaning no re-approval of the BWMP is expected.

Key Changes Effective 1 October 2025

From 1 October 2025, the use of electronic ballast water record books (e-BWRBs) will become mandatory when replacing hard copy versions. Regulation B-2 of the BWM Convention now permits e-BWRBs, with guidelines for their implementation detailed in Resolution MEPC.372(80). This change includes:

Approval of Electronic Record Books: Electronic BWRBs must meet IMO guidelines and receive approval.
Ship-Specific Declarations: A declaration must be carried on board to confirm the installation of the electronic system complies with IMO standards. This declaration must be issued by the ship’s flag administration or an authorized body.

Some flag administrations have already approved early implementation of e-BWRBs, allowing ships to transition before October 2025.

Preparing for Compliance

Ship operators should take the following actions to meet the new requirements:

Update Record Books: Ensure ballast water record books comply with the new requirements effective from 1 February 2025.
Approve Electronic Systems: Verify that any electronic record-keeping system meets IMO guidelines and is approved by the relevant authority.
Obtain Declarations: Acquire ship-specific declarations for electronic BWRBs by 1 October 2025 or earlier, depending on flag administration policies.
Request Surveys: Schedule surveys to ensure compliance with the new electronic record-keeping requirements, if applicable.

Resources and References

For further information, the following IMO documents and guidelines are recommended:

MEPC.369(80): Amendments to Appendix II of the BWM Convention (BWRB format).
BWM.2/Circ.80: Guidance on ballast water record-keeping and reporting.
MEPC.372(80): Guidelines for the use of electronic record books under the BWM Convention.
MEPC.383(81): Amendments to Regulations A-1 and B-2 of the BWM Convention regarding electronic record books.

The international maritime community is placing significant emphasis on addressing greenhouse gas (GHG) emissions, with Port State Control (PSC) inspections focusing heavily on compliance. Certification for Engine International Air Pollution Prevention (EIAPP) and proper documentation practices have become critical as several ships have faced detention due to non-compliance.

Authorities are conducting thorough inspections of NOx Technical Files and Engine Parameter Records to verify alignment between on-board equipment and official documentation.

Over recent months, inspectors have flagged numerous deficiencies during PSC examinations, resulting in detentions. These inspections often involve checking spare parts for compliance with IMO identification requirements and may escalate to in-depth inspections, including the disassembly of diesel generators, if irregularities are suspected.

Frequent Issues Identified

Common deficiencies observed during PSC inspections include:

Code	Deficiency	Comments
14601	Missing or incomplete Technical Files	NOx Technical File for main engine and generators was unavailable during the inspection.
14602	Incomplete Engine Parameter Records	Records were missing details about the replacement of injection pump cylinder no. 1, as required by the NOx Technical File.
14606	Engine air pollution control	Certain engine components, such as the charge air cooler, lacked required IMO identification numbers specified in the NOx Technical File.

Key Challenges

Past detentions were often attributed to missing documentation, incomplete records, or parts lacking proper identification. In many cases, misunderstandings or insufficient on-board procedures contributed to these shortcomings.

Preparing for PSC Inspections

To avoid detentions and ensure compliance, the following measures should be implemented:

Maintain Original Documentation
Ensure NOx Technical Files and EIAPP certificates are available on board in their original or authorized digital format. If any documents are missing, contact the engine manufacturer or relevant authority for replacements.
Document Handover During Ownership Changes
When a vessel changes ownership, it is critical to confirm that all necessary documents, such as NOx Technical Files and certificates, are transferred to the new owner.
Keep Engine Parameter Records Updated
Use a Record Book (physical or electronic) to log any changes to engine parameters, including component replacements, adjustments, or repairs that may impact NOx emissions. This log should detail dates, components, ID numbers, and any settings modified.
Address Incorrect or Missing Component IDs
If engine parts lack proper IMO identification or if discrepancies exist, take corrective action. Allow time for these corrections, and consult the engine manufacturer to determine if updates to the NOx Technical File can accommodate the components.
Conduct Routine Inspections
Regularly inspect engine components and settings to ensure they remain within the ranges specified in the NOx Technical File. Surveyors may select specific components for review during inspections.

By ensuring thorough preparation and addressing potential compliance gaps, shipowners and operators can reduce the risk of detentions and improve their readiness for PSC inspections.

Artificial Intelligence (AI) is reshaping the global security landscape, with profound implications for maritime security.

From bolstering surveillance capabilities to introducing new vulnerabilities, AI presents both significant opportunities and challenges for this critical domain.

At the forefront of AI’s transformative impact is its ability to enhance situational awareness.

Traditional methods of monitoring vast oceanic expanses are labor-intensive and constrained in scope.

However, AI-powered systems are revolutionizing this process by analyzing massive datasets from satellites, drones, and automatic identification systems (AIS).

These systems can detect patterns and anomalies, such as the presence of “dark ships” engaged in illicit activities like smuggling or illegal fishing.

This capability empowers authorities to respond proactively and with greater precision, improving the efficiency of maritime law enforcement and security operations.

In naval operations, AI is driving significant advancements through the deployment of autonomous systems.

Unmanned surface vessels and underwater drones now execute high-risk tasks such as reconnaissance, mine detection, and surveillance, minimizing risks to human personnel.

Despite these benefits, the use of AI in naval warfare raises critical strategic concerns. Autonomous systems operating without human oversight could misinterpret data or act unpredictably, escalating conflicts unintentionally.

The absence of comprehensive international regulations governing AI-enabled weapons further exacerbates these risks.

Rival states deploying such systems without transparency or coordination could trigger accidental confrontations or escalate tensions in contested areas, including the South China Sea or the Arctic, where geopolitical competition is already intense.

Ports, pivotal to global trade, are also undergoing transformations driven by AI. Automated systems powered by AI enhance security measures by improving cargo inspections, detecting anomalies, and strengthening access controls.

Predictive analytics offer the ability to identify potential threats before they materialize, enabling timely interventions and safeguarding vital trade hubs from criminal or terrorist activities.

However, these advancements come with a significant downside. The growing reliance on AI-driven digital systems heightens cybersecurity vulnerabilities in the maritime domain.

While AI can bolster defenses by detecting and neutralizing cyber threats, it also provides adversaries with tools to launch increasingly sophisticated attacks.

A successful cyberattack targeting ports or shipping systems could have devastating effects, disrupting global trade and triggering cascading economic and geopolitical consequences.

As AI continues to influence the maritime sector, balancing its benefits against potential risks will require international cooperation, robust regulatory frameworks, and proactive risk management strategies.

Without these safeguards, AI’s potential to amplify existing tensions and create new vulnerabilities could outweigh its promise to enhance maritime security. END

Source: Kilgore News Herald

Maritime analytics firm Windward has agreed to be snapped up by an investment fund in a £216 million deal.

It will become the latest in a raft of London-listed companies to be taken private by US investors this year.

The company, which is chaired by former BP boss Lord John Browne, is to be bought by Octopus UK Bidco, a subsidiary of an FTV Capital investment fund.

The deal will see the FTV fund pay 215p per Windward share.

It represents a 47% premium on the previous closing price of the business, the companies said.

Windward is a firm developing AI-focused technology for the maritime industry, which listed in London in 2021.

The group said it believes the takeover by the fund can help it expand further in the US.

The fund said it has been assessing Windward over recent months and sees an opportunity to expand its market position and grow further into broader supply chain analytics.

Brad Bernstein, managing partner of the fund, said: “As global seaborne trade expands, regulatory regimes tighten and supply chain pressures mount, the need for advanced maritime intelligence and visibility has become imperative for global organisations to effectively operate and manage risk in an increasingly complex landscape.

“Windward has built a best-in-class maritime AI-based analytics platform spanning use cases across risk, compliance, trading and the supply chain and delivering tangible value to its growing blue-chip customer base worldwide.”

Ami Daniel, chief executive officer of Windward, said: “The fund team have an outstanding track record in supporting the scaling of founder-led software businesses globally and we believe that together we will be a significantly stronger organisation.

“For our customers, the additional investment will enable them to unlock far greater value from their data through our ambitious product roadmap, and for our employees, it provides increased job security and the confidence that we have the funding to drive forward together to achieve our potential.”

source : https://www.standard.co.uk/news/tech/london-b1201671.html

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MARPOL Annex VI Emissions Control Ara (ECA) Effective from 1st May 2025

MARPOL Annex VI

IMO MANDATES REPORTING OF CONTAINERS LOST AT SEA

Amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers

Cyber Security in the Maritime Sector – What You Need to Know Now

Three-Year Study Exposes Gaps in Work/Rest Compliance at Sea

Shipowners Must Get Ready for the HKC Inventory of Hazardous Materials latest by June 26, 2025

New Requirements for Ballast Water Record Books (BWRBs)

New Requirements for Ballast Water Record Books (BWRBs)

Key Changes Effective 1 February 2025

Key Changes Effective 1 October 2025

Preparing for Compliance

Resources and References

PSC focus on NOx technical files and machinery components

Frequent Issues Identified

Key Challenges

Preparing for PSC Inspections

AI’s Strategic Role in Maritime Security

US investor to snap up maritime AI specialist Windward for £216m

Maritime AI: Weekly Round‑up (July 7–13, 2025)

New Phishing Campaign Targeting Shipping Companies Raises Alarm

IMO Maritime Safety Committee Opens 110th Session – Safety, Technology & Seafarer Protection in Focus

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