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IN THIS ISSUE
1. Don’t mention the oil
2. On board testing
3. Conveyor safety training
4. Bridge collision
5. Ammonia system
6. International Maritime Prize
7. Marine conservation
8. Baltic Sea safety
9. Loss of visibility
10. Club merger talks
11. Exceptional bravery
12. AI at work
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Don’t mention the oil
By Michael Grey
As tens of thousands of weary delegates stagger off their righteously offset intercontinental flights, leaving the inhabitants of Belem to clear up the mess from a fortnight of COP30 in the Brazilian jungle, there are just a few signs of hope. Not in any progress that might have emerged from this annual Olympiad of catastrophism and cant, but some serious voices suggesting that the format for this expensive and frequently futile exhibition might have gone about as far as it can, and that changes ought to be made.
The pointlessness of the final statement of this latest gathering, hosted by a nation with ambitions to become a world leader in the production of oil and gas, when fossil fuels were excised from the document, has underlined the sheer silliness of these events. And what do all these tens of thousands of delegates do for a fortnight, other than eat three square meals a day and reinforce their own righteousness? Why cannot they just stay at home and communicate electronically? We know the answer of course; there is a lot of money involved in such events, just as there is a need to keep the funds flowing to the participating NGOs and climate catastrophe departments, by constantly shrieking about the imminence of climate disaster.
They will not give up in a hurry, but rather more questions might be asked about the whole grisly process and that surely is progress. Here is an idea – as most of the participants do very little to ameliorate the process of climate change, which we can probably agree has been a permanent feature of life on this planet, why not leave it to those very few countries whose actions can make a difference (and, more importantly, can afford to do so?) Let the others do what they can, when they can, and preferably without wrecking their economies. Surely some of this is bound, by the use of the markets, if nothing else, to filter down and around, to the benefit of all. And maybe we should discourage nations (like the UK) from adopting such a “holier than thou” approach; pretending leadership, when no-one on earth is following, and effectively de-industrialising, while hazarding both its own security and ability to feed itself, with unaffordable energy.
Let us secularise what has become a global religion, tone down the rhetoric, pause the preaching, stop terrorising young children and focus on the contribution of scientists and engineers rather than climatologists, priests of this cult, and their hypothetical models. Perhaps we can recognise the reality that we cannot electrify everything by the day after tomorrow and that there is still a future in making fossil fuels more sustainable, rather than trying to push water up a hill, by banning them. It might be also quite sensible to refrain from drastic action, when governments are stampeded by howling activists to do things like banning gas boilers or petrol cars, to properly analyse, at an early stage, both the practicality and price of such moves.
To properly count the cost of insane and doctrine-driven ideas of leaving oil and gas in the ground, when importing it from elsewhere, just to keep the lights on. More carefully analysing the ridiculous practice of “exporting emissions” would provide a cruel shot of reality. And finally, rather than spending time shouting about hypothetical disaster, let the powers that be recognise what progress is being made by engineers and scientists to make things better. Give some credit to brilliant automotive engineers who have made mobility more sustainable. To those who realise that because sails or batteries are unlikely to power a 300,000dwt ship any time soon, you must make big powerful diesels cleaner and greener. And we might, for a start, just tell all those tens of thousands of pointless activists and their co-religionists, already booking their offset tickets to COP31, that it isn’t going to happen.
Michael Grey is former editor of Lloyd’s List.
2. Onboard testing
China’s leading marine lubricant suppliers are embracing onboard oil testing technology as they enhance product quality, strengthen customer trust, and align with global efficiency and sustainability standards.
The adoption of portable lube-oil analysers represents a decisive shift in how the country’s oil majors including Sinopec, PetroChina, and CNOOC, look to service and support ships calling at Chinese ports.
According to Germany’s CM Technologies (CMT), whose onboard test kits are already standard tool kits for European fleets, China’s lubricant producers are now integrating condition-based monitoring tools into their supply programmes.
“The goal is to give ship operators immediate visibility into bunker quality and lubricant condition, contamination, and performance, while demonstrating confidence in the quality of its products,” said CMT joint managing director Uwe Krüger.
“We are seeing a real transformation in China’s fuels and lubricants market,” he said. “These companies are not only producing quality lubricants, but they’re also investing in technology that allows their customers to verify that quality. This level of transparency builds confidence and helps position Chinese oil majors on an equal footing with more established international brands.”
CMT’s range of onboard test kits enables rapid testing of viscosity, density, base-number, water-in-oil, soot, and iron content. Compact and portable, each kit delivers results in minutes, allowing crews to make informed decisions without waiting for laboratory analysis. The company’s Cylinder Drain Oil (CDO) Test Kit, for instance, provides additional data on feed-rate efficiency and engine wear, helping operators optimise consumption and extend lubricant life.
For Chinese oil majors, onboard testing allows them to offer a value-added service, supporting customers with practical tools that reduce downtime and operating costs.
“Supplying a test kit along with the lubricant changes the conversation,” Krüger explained. “It shows faith in your product and gives the shipowner a way to manage it scientifically. Instead of selling oil as a consumable, you’re providing a complete reliability solution.”
The move also supports China’s wider environmental and efficiency targets. By basing oil changes on actual engine condition rather than fixed intervals, ship operators can lower lubricant consumption and reduce waste, contributing to wider carbon reduction goals.
“Every litre of oil saved through data-driven maintenance represents a cost saving and an environmental gain,” Krüger said. “That’s an increasingly important message for our industry.”
“With the Chinese marine lubricant market projected to expand by about 40% this decade and competition intensifying across Asia’s major ports, oil condition monitoring is emerging as an important tool to help improve engine reliability, energy efficiency and emissions abatement,” said Junma Services Managing Director Yulin Ma.
According to research, China’s marine lubricant market generated revenues of about US$58 million in 2022 and is expected to top $80 million by 2030. The growth reflects a surge in shipping, dredging and offshore activity driven by China’s continued investment in port infrastructure, coastal logistics, and shipbuilding capacity.
Reports have also indicated China’s strategic ambition to extend its fuel and lubricant supply chains, resulting in fierce competition among suppliers as domestic firms compete head-to-head with international players.
“Demand for training has risen sharply as Chinese suppliers scale up production and seek to provide integrated maintenance services similar to those offered by suppliers in the West,” said Krüger.
“As Chinese shipowners modernise their fleets and regulations tighten around emissions and efficiency, real-time oil analysis and condition monitoring will become integral to vessel operations and lube oil supply.”
3. Conveyor safety training
Conveyor safety training should be robust and encourage problem-solving using modern methods and standards. Companies that prioritize safety experience fewer safety incidents, less regulatory oversight, and higher productivity and profits says R.Todd Swinderman, President Emeritus at Martin Engineering.
It is incumbent upon management to take safety and maintenance training as seriously as the staff, listen to employees’ concerns, and fix the problem correctly the first time. As research has shown, companies that prioritize safety, training, and updating equipment enjoy fewer safety incidents, less regulatory oversight, higher productivity and greater long-term profits, he says in an opinion piece by the company.
4. Bridge collision
The US National Transportation Safety Board (NTSB) said recently that a single loose wire on the 984-foot-long containership Dali caused an electrical blackout that led to the giant vessel veering and contacting the nearby Francis Scott Key Bridge in Baltimore, which then collapsed, killing six highway workers.
At a recent public meeting at NTSB headquarters, investigators said the loose wire in the ship’s electrical system caused a breaker to unexpectedly open — beginning a sequence of events that led to two vessel blackouts and a loss of both propulsion and steering near the 2.37-mile-long Key Bridge on March 26, 2024. Investigators found that wire-label banding prevented the wire from being fully inserted into a terminal block spring-clamp gate, causing an inadequate connection.
According to the NTSB, after the initial blackout, the Dali’s heading began swinging to starboard toward Pier 17 of the Key Bridge. Investigators found that the pilots and the bridge team attempted to change the vessel’s trajectory, but the loss of propulsion so close to the bridge rendered their actions ineffective. A substantial portion of the bridge subsequently collapsed into the river, and portions of the pier, deck and truss spans collapsed onto the vessel’s bow and forward-most container bays.
A seven-person road maintenance crew and one inspector were on the bridge when the vessel struck. Six of the highway workers died. The NTSB found that the quick actions of the Dali pilots, shore-side dispatchers and the Maryland Transportation Authority to stop bridge traffic prevented greater loss of life.
”Our investigators routinely accomplish the impossible, and this investigation is no different,’ said NTSB chairwoman Jennifer Homendy. “The Dali, at almost 1,000 feet, is as long as the Eiffel Tower is high, with miles of wiring and thousands of electrical connections. Finding this single wire was like hunting for a loose rivet on the Eiffel Tower.
“But like all of the accidents we investigate, this was preventable,” Homendy said. “Implementing NTSB recommendations in this investigation will prevent similar tragedies in the future.”
Contributing to the collapse of the Key Bridge and the loss of life was the lack of countermeasures to reduce the bridge’s vulnerability to collapse due to impact by ocean-going vessels, which have only grown larger since the Key Bridge’s opening in 1977. When the Japan-flagged containership Blue Nagoya made contact with the Key Bridge after losing propulsion in 1980, the 390-foot-long vessel caused only minor damage. The Dali, however, was a substantially larger vessel.
As part of the investigation, the NTSB in March released an initial report on the vulnerability of bridges nationwide to large vessel strikes. The report found that the Maryland Transportation Authority—and many other owners of bridges spanning navigable waterways used by ocean-going vessels—were likely to be unaware of the potential risk that a vessel collision could pose to their structures. This was despite longstanding guidance from the American Association of State Highway and Transportation Officials recommending that bridge owners perform these assessments. The NTSB sent letters to 30 bridge owners identified in the report, urging them to evaluate their bridges and, if needed, develop plans to reduce risks. All recipients have since responded, and the status of each recommendation is available on the NTSB’s website.
As a result of the investigation, the NTSB issued new safety recommendations to the US Coast Guard; the US Federal Highway Administration; the American Association of State Highway and Transportation Officials; the Nippon Kaiji Kyokai (ClassNK); the American National Standards Institute; the American National Standards Institute Accredited Standards Committee on Safety in Construction and Demolitions Operations A10; HD Hyundai Heavy Industries; Synergy Marine Pte. Ltd; and WAGO Corporation, the electrical component manufacturer; and multiple bridge owners across the nation.
A synopsis of actions taken , including the probable cause, findings and recommendations, can be found on ntsb.gov.
5. Ammonia system
Alfa Laval Korea has signed a Memorandum of Understanding (MOU) with Hanwha Ocean Ecotech, marking a significant step toward strengthening cooperation in developing safe and reliable ammonia fuel system solutions for dual-fuel vessels. The partnership reinforces both companies’ commitment to supporting the maritime industry’s transition to low-carbon and alternative fuel technologies.
The MOU with Hanwha Ocean Ecotech marks a strategic collaboration to leverage Alfa Laval’s deep technical expertise in ammonia fuel systems together with Hanwha Ocean Ecotech’s capabilities in marine technology. The joint approach aims to secure early market opportunities and build competitive advantage in the rapidly-growing field of alternative marine fuels.
The partnership includes cooperation on business co-development and project opportunities, with an ambition to deliver a pilot installation to enable future collaboration.
The collaboration is founded on a shared ambition to advance ammonia fuel systems for dual-fuel vessels. Alfa Laval will contribute its proven capabilities in ammonia fuel and mitigation technologies through ammonia fuel supply system and FSS and Ammonia Release Mitigation System (ARMS) and Hanwha will apply its extensive experience in system engineering and integration. This partnership will facilitate the exchange of expertise and improve productivity and safety on board.
“This MOU is more than just technical cooperation – it represents a strategic partnership to secure leadership in Korea and Asia’s sustainable shipbuilding market. By combining our strengths, we aim to accelerate the decarbonization of global shipping with safe and reliable ammonia fuel solutions,” says Young-Gu Choi, Managing Director of Alfa Laval Korea.
“Partnering with Alfa Laval is a significant opportunity to deliver safer and more efficient ammonia fuel systems to our customers. Through pilot projects and subsequent commercial projects, we will maximize synergies and bring greater value to the maritime industry,” says Chang-Keun Lee, CEO of Hanwha Ocean Ecotech.
Alfa Laval is actively engaged in several other key collaborations focused on ammonia as a marine fuel. A key example is its long-standing research and development partnership with WinGD, which has successfully tested the FCM Ammonia, Ammonia Release Mitigation System (ARMS) and Fuel Valve Trains, laying a solid foundation for its commercial rollout.
Another collaboration between South Korea’s shipbuilder K Shipbuilding (KSB), Alfa Laval, WinGD, and the classification society American Bureau of Shipping (ABS), saw Alfa Laval contribute to the design of the entire fuel system, including the ammonia fuel supply system, fuel valves train, and ARMS with Alfa Laval also adding an Aalborg ammonia dual-fuel boiler system to the project scope.
These initiatives demonstrate Alfa Laval’s broad commitment to accelerating the safe adoption of ammonia with its own innovations and industry collaborations.
6. International Maritime Prize
Dr. Rosalie Balkin, Secretary-General of the Comité Maritime International (CMI), has been presented with the International Maritime Prize.
Balkin, who was nominated by the Government of Australia, was honoured at the annual IMO Awards Ceremony, held in London on 24 November 2025. The ceremony followed the first day of the 34th session of the IMO Assembly, taking place from 24 November to 3 December 2025.
IMO Secretary-General Arsenio Dominguez commended her five-decade career, in which she has broken new ground, as the first woman to lead the CMI – the world’s oldest organization focused on unifying international maritime law – since it was founded in 1897.
He stated: “Dr Balkin ‘s life work reflects an exceptional combination of excellence, integrity, and a firm commitment to advancing the global maritime community.”
Accepting the prize, Dr. Balkin reflected on her achievements: ”May I say how very proud and lucky I feel to have been given the opportunity to participate in the work of IMO and its related organisations. It is indeed a wondrous thing to be so richly rewarded for doing the work I still love to do.”
The awards ceremony also honoured seafarers for exceptional bravery at sea.
Balkin was the first woman appointed the Director of Legal Affairs and External Relations Division at IMO (1998-2013) and the first female Assistant Secretary-General (2011-2013).
During her tenure at IMO, Balkin oversaw several landmark diplomatic conferences that led to the adoption of new international conventions on maritime safety, pollution liability, wreck removal, and passenger protection.
As legal adviser to the International Oil Pollution Compensation (IOPC) Funds since 2014, she was instrumental in preparing the resolutions for dissolving the 1971 IOPC Fund, which was replaced by the 1992 Fund, strengthening the global compensation regime.
In Australia, Dr. Balkin has served in senior roles across the public service, including as Primary Legal Adviser to the Commonwealth Ombudsman and later as Assistant Secretary in the Attorney-General’s Department’s Office of International Law. During this time, she led the Australian delegation to the IMO Legal Committee meetings and was elected its Vice Chair in 1993.
From 2018 to 2021, she served on the Board of the Australian Maritime Safety Authority (AMSA), emphasizing her long-standing commitment to the maritime sector. In 2018, she was appointed an Officer of the Order of Australia, one of the nation’s highest civilian honours, for her distinguished service to maritime law, global shipping standards, and legal education.
Support for seafarers
Dr. Balkin is a founding member of the Advisory Group of Seafarers’ Rights International, which advocates for fair treatment and legal protection of seafarers.
7. Marine conservation
Ocean Wise and Trelleborg Marine and Infrastructure recently announced a major advancement in marine mammal protection through the international expansion of Ocean Wise’s Whale Report Alert System (WRAS), a real-time alerting tool designed to reduce the risk of ship strikes on whales. This expansion includes a new integration with Trelleborg’s SafePilot Pro software, a professional-grade navigation system used by marine pilots globally.
The WRAS, powered by real-time whale sightings submitted through Ocean Wise’s Whale Report platform as well as visual observations and automated detections submitted by partner organizations delivers alerts to commercial mariners via SMS, email, push notifications and now, directly through Trelleborg’s integrated navigation systems.
Building on the proven success of similar systems on Canada’s West Coast, Trelleborg is partnering with Ocean Wise to deliver real-time alerts to pilots in northwestern Australia – one of the country’s busiest export hubs and a critical stopover for migrating humpback whales from June to October. The integration represents a convergence of Ocean Wise’s proven environmental monitoring expertise with Trelleborg’s advanced navigation technology, creating a seamless solution that enhances both maritime safety and marine conservation.
Commenting on the partnership, Tommy Mikkelsen, Managing Director for Navigation and Piloting division at Trelleborg Marine and Infrastructure, stated: “This collaboration demonstrates how technology innovation can drive environmental progress. We’re not just providing navigation tools; we’re enabling our users to be active participants in marine conservation. This integration showcases our commitment to developing solutions that serve both operational excellence and environmental responsibility.”
Ocean Wise VP Programs, Dalal Al-Abdulrazzak, said: “This project represents a significant step forward in global marine conservation. By integrating our Whale Report Alert System into widely used navigation systems like SafePilot Pro, Ocean Wise is making it easier for mariners to take action in real time to avoid whales and protect these incredible animals.”
The scalable integration enables Trelleborg to deliver marine mammal protection capabilities across multiple regions while providing Ocean Wise with a strategic distribution channel to embed WRAS technology within professional navigation systems used by commercial mariners worldwide. Ocean Wise continues pursuing partnerships with additional navigation software providers globally, with Trelleborg’s integration establishing an industry model that demonstrates how conservation technology can be seamlessly incorporated into existing maritime operations, creating a practical framework for broader adoption that benefits both commercial operators and marine ecosystems.
8. Baltic Sea safety
Subsea pipelines, power cables, offshore platforms, and sensor arrays have become critical to modern society — and increasingly vulnerable. The Joint Declaration of Baltic Sea Security, signed on 20 November, provides a platform for regional collaboration and protection and Kongsberg says it welcomes this initiative.
The 2022 sabotage of gas pipelines in the Baltic Sea marked a turning point: maritime infrastructure is no longer seen as a passive utility, but as a strategic asset at risk of disruption. The Joint Baltic Declaration on Security in the Baltic Sea was signed on November 20 by the Norwegian State Secretary Marte Gerhardsen, in the presence of the Polish Deputy Prime Minister, Minister of Defence, Władysław Kosiniak-Kamysz.
Arne Rinnan, Kongsberg Discovery’s Executive Vice President for Strategy and Technology, welcomes the declaration and hopes for further action.
“This is a positive and the right move for securing the maritime domain in the Baltic Sea. We have experienced great interest in the Oslofjord Test Bed that was opened in June this year. Here we are coordinating expertise across Kongsberg to develop a unified solution,” he says.
He explains that the Oslofjord Test Bed integrates subsea autonomy, land-based and satellite sensors surveillance, traffic monitoring, real-time advanced analytics and decision support into one scalable system — redefining how nations and industries protect their underwater infrastructure.
“I see this declaration as a goal to pursue additional measures. We’ve had significant attention and visits from government officials both abroad and at home who are interested in our technology. However, the central issue remains: in the event of an incident, who truly holds responsibility?” Rinnan says.
According to an official statement by the Norwegian State Secretary, Marte Gerhardsen, the declaration marks an important step towards closer cooperation and strengthened preparedness in the region. In addition, on the same day, Kongsberg Defence and Aerospace became part of The Green Industrial District – Kashubia Project in Poland, agreeing with local authorities to establish operations related to the project.
“This is a good example of how Norway and our partners are committed to strengthening Europe’s security through both diplomacy and industry”, Gerhardsen said.
The declaration, which has now been signed by Norway, aims to:
• Strengthen military cooperation between the countries in the region to improve defence preparedness
• Improve inter-operability and conduct joint exercises and mobilisation capacity
• Ensure common democratic values, rule of law and human rights in the face of security threats
• Increase stability and security in the Baltic Sea region, especially in view of geopolitical tensions and threats from Russia
• Promote regional cooperation and contribute to stronger European security
Critical maritime infrastructure covers a wide and complex landscape. Below the surface, this includes subsea oil/gas wellheads and risers, gas pipelines, fibre-optic communications cables, high-voltage power lines and renewables installations. Above the surface, it extends to floating production units, platforms, ports and other coastal facilities. Each element serves a vital function in energy security, economic continuity and national resilience – and each requires tailored, domain-specific monitoring.
9. Loss of visibility
The shipping industry has always been good at navigating uncertainty; however the rapid expansion of the shadow fleet represents a different kind of risk. It’s not just regulatory or geopolitical; it’s informational. Each vessel that goes dark removes a small piece of the world’s safety awareness, and that loss is beginning to matter, writes Yarden Gross, CEO and Co-founder of maritime technology pioneer Orca AI.
Concern over the shadow fleet’s growth is now being voiced at senior industry level. For example, Okeanis Eco Tankers CEO Aristidis Alafouzos recently argued that the trend is not only persistent but likely to accelerate. Indeed, another six tankers and four gas carriers were blacklisted by the US administration recently, bringing the total of Iran-sanctioned vessels to 170. Including vessels carrying Russian oil, an estimated 16% of the global crude fleet is already blacklisted, and Alafouzos warns that sanction-driven rerouting, longer voyage times and increased congestion are stretching available capacity to the point where further expansion of the dark fleet is inevitable.
Experts suggest the true number of vessels operating outside conventional oversight could already exceed 3,000, some approaching end of life or operating without insurance. These vessels have been described as “ticking time bombs” that are unlikely to return to mainstream trades and in many cases are being run to exhaustion.
Disabling or manipulating AIS is often framed around sanction circumvention or environmental exposure. Yet the deeper consequence is data erosion; a valuable piece of information is removed from the collective maritime record. Multiply that across thousands of hidden voyage hours and one gets what can reasonably be called “dark data” – a growing blind zone in the industry’s ability to see and interpret risk, he says.
The effect is similar to what is known in cyberspace as the dark web: an opaque, unregulated parallel system where visibility, verification and accountability diminish. And the impact extends beyond safety. As Windward notes in its 2026 Maritime Forecast, each vessel that vanishes from digital view also dilutes the accuracy of global trade data, distorting freight indices and weakening risk modelling. Maritime commerce depends on transparency; once it fades, uncertainty increases not only danger but cost.
For decades, AIS has been regarded as the foundation of digital visibility but the signals are increasingly being switched off, spoofed or falsified, sometimes by malicious actors, sometimes through cyber interference, and often simply by operators seeking to hide illicit activity such as illegal fishing and smuggling and narcotics routes. But, whether deliberate or opportunistic, every vessel that sails unseen makes the operational picture less reliable for those navigating responsibly.
This is where visual intelligence becomes essential. By combining multiple sensor inputs – from daylight and thermal computer vision and Radar – AI-based object detection and situational awareness technology enables bridge crews to validate what is physically present even when digital signals are absent or unreliable. This is not surveillance; it’s verification. When data is uncertain, visual confirmation provides a reliable baseline for safe navigation.
The recycling issue magnifies the concern. Some sanctioned ships are already reportedly being scrapped “discreetly… in crypto” outside formal channels. Others are abandoned just offshore; “drop the hook and leave the crew”, as one industry specialist put it. Without a legitimate route to decommissioning, many vessels will continue to operate until they fail. The industry fear is that it will take a major casualty before decisive action is taken.
From a data perspective, the implications run deeper still. Maritime safety improves through learning – analysing past incidents to prevent them happening again. Vessels operating unseen breaks that data loop. Lessons can’t be drawn from events that go unrecorded. And without the ability to learn, risk compounds over time.
Restoring visibility is therefore not only about managing real-time safety; it’s about safeguarding the industry’s ability to build and retain knowledge. That is where digital verification and evidence-based systems have a role to play in countering the rise of dark data.
No one expects wholesale technology adoption overnight. Yet certain principles now belong at the core of modern seamanship, including visual verification of the presence of a vessel(s) beyond AIS; credible digital evidence that supports operational and legal clarity; and active data sharing between responsible fleets to maintain collective awareness.
These capabilities support safer navigation and protect the learning cycle that informs future risk management. They give operators the means to establish what was happening with confidence – not simply what was reported.
The dark fleet may grow but the capacity to understand and respond must outpace it. The real risk is not only in what these vessels do but in what their absence from the data prevents us from knowing. Opacity weakens navigational judgment and limits post-incident learning.
Visibility, by contrast, creates the conditions for safer and more defensible decisions. As more activity moves into the shadows, operators will need reliable ways to confirm what’s happening around them and to retain that knowledge – not as a strategic option but as a requirement of safe and responsible operations.
10. Club merger talks
The UK P&I Club and the TT Club have announced that they are currently engaged in discussions regarding a potential merger between the two mutual insurers.
The clubs have worked closely together for many years through their common manager, Thomas Miller. At their meetings in November, the Boards of both clubs agreed to explore the possibility of cementing this existing relationship through a potential merger. The merged Club would have a unique breadth of expertise across the maritime and transport industry and bring together complementary strengths to enable an enhanced and integrated service to Members whilst meeting the evolving needs of the industry.
The strategic visions of the UK P&I and TT Clubs are closely aligned, in each case they are focussed on providing exceptional service to Members, delivering growth, efficiency and improving financial stability. Both Clubs are highly respected in their own markets and combining the two accelerates progress towards their shared strategic goals. The combined Club will be uniquely positioned to support its Members, and the broader maritime and transport industries, in addressing the challenges and opportunities of the future.
Jan Valkier, Chairman, UK P&I Club, said: “Exploring a merger with the TT Club reflects our strategic focus on achieving greater scale, diversification and sustainable growth. This merger would create a market-leading maritime and transport insurance mutual, with an exceptional service offering underpinned by enhanced financial strength. As part of our considerations, we remain committed to our membership of the International Group which is a cornerstone of our identity.”
Morten Engelstoft, Chairman, TT Club, said: “The TT Club and UK P&I Club already have a strong relationship and operational synergies. Combining our capabilities while preserving our successful independent brands and service offering will deliver greater value to our respective Members. We are still in the early stages of our discussions and whilst no final decision has yet been made we are confident that this opportunity creates exciting prospects for both Clubs.”
11. Exceptional bravery
Officer Lee Tae Young, a first mate from the Republic of Korea, has been awarded the IMO Award for Exceptional Bravery at Sea, in recognition of his heroic actions that saved 12 fellow crew members from the Geum Seong No. 135 when it sank in November 2024.
He was honoured during a special ceremony recognizing seafarers held in London on 24 November 2025, in the margins of the IMO Assembly taking place from 24 November to 3 December 2025.
IMO Secretary-General Arsenio Dominguez applauded Lee “for the extraordinary leadership, courage and selflessness” he displayed, adding that the safety of seafarers remains paramount at IMO. Lydia Ferrad of the International Transport Workers’ Federation (ITF), which had nominated Lee, accepted the award on his behalf.
In a statement to IMO ahead of the awards, Lee recounted how he risked life for his crewmates on 8 November 2024, when the fishing vessel Geum Seong No. 135 rapidly listed and capsized:
“In that instant, my body moved instinctively, my actions preceding my thoughts. I acted on the belief, ingrained from my days as a scuba diving instructor, that cool headedness saves lives.”
Lee, who had no prior search and rescue training, immediately jumped into action, throwing two life rings and helping crew members climb to safety in extremely difficult conditions. While some crew members managed to hang on to the propeller – the only part of the vessel that remained above water – others were swept away by strong currents and waves.
“I prioritized my colleagues over my own safety. It wasn’t so much a choice I made, but rather a feeling of family, having lived together on the sea. That feeling remains unchanged to this day,” he continued.
Out of the 27 crew members on board the vessels, 12 were rescued by Lee. He was the last to leave the Geum Seong No. 135.
“At every moment I wanted to give up, my family’s faces came to mind. And my colleagues before me looked at me with eyes that said, ‘I want to live.’ That gaze made my body move again,” he added.
He was grateful for the award, while stressing that the safety of seafarers is not an individual responsibility, but one that both shipowners and governments must share: “We must never forget that a single lapse in vigilance can take a life.”
Certificates of Commendation
During the event, Certificates of Commendation were presented to the following:
• Captain Flouris Dimitrios and the crew of the tug supply vessel Aigaion Pelagos, nominated by Greece, for their exceptional bravery, exemplary seamanship and resource management skills in the salvage operation of the M/T Sounion. The Captain and crew successfully averted the catastrophic environmental disaster under adverse safety and security conditions, risking their own lives. The vessel was sailing in the Red Sea carrying about 150,000 metric tons of heavy crude oil and nearly 3,000 metric tons of fuel/bunkers on board, when it was struck by three uncrewed aerial devices and lost engine power. After the crew evacuated, several explosions and fires dispersed on the main deck, causing extensive damage to the vessel. The crew carried out an extensive salvage operation, boarding the abandoned vessel under extreme heat and hazardous conditions, managing to extinguish all the fires and ensure the cargo was stationary. The actions of the Aigaion Pelagos Captain and crew were crucial in preventing an environmental disaster.
Captain Dimitrios was at the Awards Ceremony to receive the certificates.
• The Captain and crew of the Rescue 901 helicopter of the 103 Squadron, Gander NL&L, Royal Canadian Airforce, nominated by Canada for their courage, tenacity and technical skill displayed during the rescue of the 20 crew members of the 207-meter-long disabled cargo vessel MBC Baltic III. The helicopter required hand flying due to turbulence from persistent and extreme aircraft altitude, while the vessel violently rocked amidst 18-foot waves and 40-55 knots of wind. Though the ship’s deck grew dangerously slippery due to ice and the bridge in complete disarray with scattered debris, the rescue team successfully managed to hoist the whole crew to safety.
Major Peter Wright and several crew members received the certificates.
• The Members of the Special Rescue Team of the Japanese Coast Guard, nominated by Japan, for their courage and determination during the rescue of the remaining survivor of the Japanese tugboat Shouei-Maru that caught fire and capsized due to a collision with a cargo ship while towing a barge. Divers from the Kobe Coast Guard Office found and rescued the captain of the boat, who unfortunately passed away at the hospital. The Special Rescue Team later arrived at the site of the incident and struck the tugboat with a hammer to check for survivors. When they heard hammering back, the team dived into the upturned tugboat without hesitation, risking their lives by entering without waiting for safety measures in poor conditions. After half an hour, the crew member was found and brought to safety just before the boat sank. This rescue operation was extremely difficult and carried out at great personal risk to the members of the Special Rescue Team who took part in it to save a life.
The certificates were received by Kento Noda, Leader of the Special Rescue Team, Japan Coast Guard.
• Aviation Survival Technician Second Class (AST2) Micheal Diglio, Coast Guard rescue swimmer at the Coast Guard Air Station Clearwater of the United States Coast Guard, nominated by the United States, for his brave and decisive actions during the rescue of two mariners stranded aboard the disabled sailing vessel Venture amidst the extreme conditions of the tropical storm Debby. After seeing a distress flair in the darkening sky, AST2 Diglio had to rely on the helicopter’s senses instead of visual cues during the search. Once the vessel was located, he deployed into the sea under time pressure due to the limited fuel reserves, battling rough currents and torrential rain to intercept the survivors.
After securing the first survivor amid towering waves and 50-knot winds, he signalled for the hoist whilst keeping the mariner stable during the ascent. He repeated this for this rescue process for the second survivor. AST2 Diglio displayed selflessness and courageous leadership whilst executing a life-threatening rescue operation.
AST2 Diglio was in London to accept his certificate at the Awards Ceremony.
Letters of Commendation
The following have been sent Letters of Commendation:
• Lieutenant Md. Shoiful Alam and the crew of the Bangladesh Coast Guard Tug Promotto, nominated by Bangladesh, for demonstrating courage and determination during a fire-fighting operation on the crude oil tanker Banglar Sourabh, successfully averting an oil spill and preventing significant marine environmental damage in poor weather conditions.
• The Master and the crew of the Maersk Leader, nominated by Brazil, for rescuing all 20 crew members of the Bram Force, which caught fire during a night operation with low visibility and a 2.5-meter swell. The crew completed six round trips between vessels to bring them to safety.
• Captain Todor Ivanov Todorov and the crew of the M/V Eleen Armonia, nominated by Bulgaria, for rescuing 34 crew members from the burning vessel Hasil Abadi 28, which was not visible on radar, battling the fire at great risk of explosion.
• Captain Xu Jiamin, Master of the M/V Luo Tong 7002, nominated by China, for leading a successful rescue of all 17 crew members from the drifting crane ship Yu Hang Qi Zhong 28 during a typhoon, using expert ship-handling skills in complete darkness and 4–5-metre waves.
• Li Wenxia, crew member of the rescue helicopter B-7312, Beihai No.1 Rescue Flying Service, BeiHai Rescue Bureau, nominated by China, for showing exceptional resolve during the rescue of a fisherman who was holding onto the mast of fishing vessel Jileyu 02163.
• Captain Qiang Li and the crew of the hopper dredger Jun Yang 1, nominated by China, who towed the powerless Leo Empire away from a reef, preventing a fuel spill and saving all seven crew members from a life-threatening situation and serious environmental incident.
• Captain Xiao Wei and the crew of the M/V Xin An Ning, nominated by China, for rescuing three people set adrift at sea after their pneumatic boat lost control and contact for five days without food or water.
• Captain Zhao Guoqiang and the crew of the M/S Amoy Century, nominated by China, who responded without hesitation to a distress call by the M/V ASL Bauhinia, which was on fire with hazardous cargo and 22 crew members and three security guards aboard.
• Captain Kondrate Gvadzabia and the crew of the oil/chemical tanker Owl 5, nominated by Georgia, for demonstrating exceptional seamanship skills and professionalism by manoeuvring in rough seas and darkness to evacuate a critically ill civilian for helicopter extraction.
• Albert Buettner, Peter Pfeiffer, Mr. Alex Hempel and Rene Baudisch, the leader and the members of the Towing Assistance Team (TAT), Central Command for Maritime Emergencies (CCME), nominated by Germany, for showing great resolve in towing the powerless M/T Eventin, preventing it from grounding and causing major environmental damages from the 100,000 tons of crude oil aboard.
• Captain Soni Thomas and the crew of the INS Teg, Indian Navy, nominated by India, displayed outstanding bravery in rescuing nine survivors from the capsized tanker Prestige Falcon during strong winds and limited visibility, though one life was sadly lost.
• Captain Sabinesh S. Vayath and the crew of the M/V Maersk Yukon, nominated by Panama, for their vigilance and skill in rescuing two fishermen adrift for four days after their boat’s engine broke down, manoeuvring the vessel in harsh conditions to bring them to safety.
• The crew members of the search and rescue vessel BRP Melchora Aquino (MRRV-9702), Philippine Coast Guard, nominated by the Philippines, demonstrated leadership and courage when rescuing 16 of 17 crew members from the sinking M/T Terranova during a typhoon, preventing a massive fuel spill of 1.4 million litres.
• Captain Byungsuk Park, Master of the fishing vessel 999 Bumsung, and Captain Hyeongtaek Im, Master of the fishing vessel 621 Yeongsin, nominated by the Republic of Korea, coordinated the night rescue of 10 fishermen from the capsized 136 Danuri, in conditions of large waves and strong winds.
• Captain Hyunwoo Park, Master of the fishing vessel New Angel, nominated by the Republic of Korea, for bravely rescuing 11 passengers, some of whom were drifting at sea with life jackets and close to hypothermic shock, from the flooded and grounded vessel Fighting, rushing to the half sunken vessel to save lives.
• Captain Atıl Aycan Aksoy, Master of the tug vessel Kurtarma 5, nominated by Turkey, who prevented a collision by skilfully pushing the drifting Bunun Ace away from shore and passing boats moored, avoiding disaster.
• The crew members of the M/T T. Caroline, nominated by Turkey, for courageously saving two people from the sinking sailing yacht Delfin and Deniz in rough seas, when helicopter and tug assistance was deemed unfeasible.
• Lieutenant Robert Turns, Lieutenant Commander Joshua Womboldt, AMT2 Eric Lamy and AST2 Hunter Joseph, crew members of helicopter CG- 6048, Coast Guard Air Station Kodiak, United States Coast Guard, nominated by the United States, for carrying out a high-risk night rescue beyond operational limits in complete darkness and challenging circumstances to save an unresponsive mariner from the fishing vessel Alaska Victory.
Seafarers’ migrant rescues recognized
The bravery, professionalism and compassion demonstrated by crews of merchant vessels in the rescue of migrants at sea around the world was given special recognition, with the captains and crews of 11 different vessels, nominated by China, the United Kingdom, and the Cruise Lines International Association (CLIA).
The Secretary-General further recognized the courage of the captain and crew of the cargo vessel Galaxy Leader, who endured more than a year in captivity between November 2023 and January 2025.
“Their ordeal serves as a stark reminder of the many seafarers who, through no fault of their own, have been held hostage or subject to prolonged detention and grave danger at sea amid geopolitical tensions,” said Secretary-General Dominguez.
IMO Award for Exceptional Bravery at Sea
This annual Award was established by IMO to provide international recognition for those who perform acts of exceptional bravery, displaying outstanding courage in attempting to save life at sea or in attempting to prevent damage to the marine environment.
12. AI at work
Cyber security and IT services provider Intersys has launched a new AI in the Workplace Governance Policy Template to support insurers, MGAs, brokers and market service providers in managing the operational, regulatory and data risks associated with rapid AI adoption.
The free-to-download policy provides a practical framework that insurance organisations can implement immediately to guide employees, strengthen controls, and ensure responsible use of generative AI platforms such as ChatGPT, Claude and Microsoft Copilot.
Since generative AI’s breakthrough moment in 2022, insurers have begun integrating these tools across underwriting, claims, customer engagement and operational workflows. While these technologies promise efficiency gains, faster decision-making and enhanced customer services, they also introduce significant risk if deployed without appropriate governance.
The insurance sector faces particular exposure due to:
• The volume of personal and sensitive policyholder data handled by insurers and brokers
• The obligation to maintain strict GDPR compliance and evidential audit trails
• Increasing regulatory scrutiny from bodies such as the FCA around data, model oversight, fair value and Consumer Duty
• Supply-chain interconnectedness, where one weak point in an insurance ecosystem can expose multiple organisations
• The risk of inadvertently disclosing commercial, actuarial or pricing information into public AI systems.
Matthew Geyman, Managing Director, Intersys, said: “AI is already reshaping underwriting, claims and customer communications, but without strong governance, the risks to insurers are significant: from regulatory breaches and data leakage to operational disruption. The sector urgently needs clear, practical guardrails. Our AI in the Workplace Policy Template sets out the essentials — mandatory staff training, data-redaction controls, bans on using personal AI accounts for company information, and proper oversight of approved tools. This is a core governance and risk management priority for every insurer, MGA and broker, and we’re making this template freely available for the public good to help strengthen operational resilience across the industry.”
Jake Ives, Head of Security, Intersys, added: “AI platforms often store user inputs, meaning policyholder, pricing or claims data could be exposed. Inaccurate or fabricated outputs, including AI hallucinations, can easily lead to flawed decisions or misleading communications. We’re also seeing integrated tools like Microsoft Copilot surface sensitive files simply because access rights haven’t been properly configured. Too many firms are rolling out AI tools without putting the right controls in place.”
Notices and Miscellany
New Inchcape office
Inchcape Shipping Services, a global leader in port agency and maritime services, is proud to announce the opening of its new office in Geoje, Korea. This expansion increases Inchcape’s footprint in South Korea to three offices – Seoul, Busan, and now Geoje, covering 23 ports nationwide.
Please notify the Editor of your appointments, promotions, new office openings and other important happenings: contactus@themaritimeadvocate.com
And finally,
With thanks to Paul Dixon
“How long have you been driving without a tail light?” asked the policeman after pulling over a motorist.
The driver jumped out, ran to the rear of his car and gave a long, painful groan.
He seemed so upset that the cop was moved to ease up on him a bit.
“Come on, now,” he said, “you don’t have to take it so hard. It isn’t that serious.”
“It isn’t?” cried the motorist. “Then you know what happened to my boat and trailer?”
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