Editor: Sandra Speares | Email: contactus@themaritimeadvocate.com
The Maritime Advocate is free to readers and is entirely supported by advertisers and sponsors. A banner advertisement represents excellent value so please consider using us whenever you have a commercial message to place. We have banner opportunities on our website https://themaritimeadvocate.com and are also on the lookout for new sponsors. If you wish to get a quote please email us at contactus@themaritimeadvocate.com for details.
IN THIS ISSUE
1. The strategic value of a good threat
2. Seafarer dangers
3. Indian Register designation
4. Exhaust gas treatment
5. Pelagic launch
6. Rising sanctions
7. Super swath vessels
8. Loss prevention insights
9. AI approach
10. PSC agreement
11. Ammonia fuel
12. WindWings power
13. Safety kits
14. Tideform re-launch
15. Cyber issues
16. Safe navigation
17. Shore power
18. Waiving privilege
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. The strategic value of a good threat
By Michael Grey
You would like to hope that all sorts of useful lessons are being learned from the current conflict in the Middle East, and not just about the consequences of offending irrational world leaders, with a short fuse and no sense of history. In staff colleges and war studies institutions, where cerebral military staff congregate to hone their great brains, in MoD departments in which cleverer planners are not completely obsessing about their promotion prospects, there is surely a lot to take on board. Some of the lessons are very old, such as the potent value of a threat, even where there may not be the obvious capability to carry it out. Two and a half centuries ago, the founding fathers of the United States of America worried themselves sick about the threat from the British fleet lying off their coasts, even though that fleet was far from home and in a shocking state of repair.
A few years later, the threat of Napoleonic invasion, no matter how practicable, dominated British naval strategy. Throughout two world wars, the threat from the German High Seas Fleet in WWI and single large warships in WWII required the Admiralty to take vast and expensive precautions. The nuclear deterrent, it might be suggested, remains the ultimate threat. Now we have the Iranian threat over the Strait of Hormuz, which may be more or less founded in reality, after the US Navy’s destruction of the Iranian naval forces, but which nobody is willing to test. It is not an unreasonable reaction to the widespread Iranian drone and missile attacks, and we are sensibly less cavalier with the lives of seafarers than we were a few years ago, during the Iran-Iraq war. The cost and availability of insurance, along with more modern concepts of “neutrality” also act to reinforce the threat to merchant shipping, whatever flag it sails under. One thing which surely has resonated this week, if the lessons of Ukraine had not properly penetrated, is the considerable destructive power of cheap and simple munitions, requiring substantially more sophisticated and vastly more expensive defences to counter them.
Whatever (or whoever) blasted a huge hole in the containment system and sank the Russian controlled gas carrier in the Mediterranean earlier this month was probably not using a weapon costing a king’s ransom. With drones employing off-the-shelf components, mass produced and easily stored and transported, the Iranians, no matter how wounded, have shown unexpected resilience to US and Israeli attacks. Rather closer to home, one lesson which surely has been learned is that while threats can be a useful weapon, if there are not the assets available to carry them out, there is little point in uttering them.
If much of your naval capability is inactive, under repair, half-built or immovable for various reasons, the analogy of paper tigers or even chocolate teapots inescapably come to mind. It is not rocket-science to prepare for the unexpected, when it seems to happen so often, but successive governments, with more populist priorities for their finite finances, have failed to grasp this particular nettle. And that comes home with a vengeance in the context of energy self-sufficiency, as the oil and gas prices soar into the firmament, with the UK, we are told, armoured by a whole two days of gas reserves and the nation dependent on others.
With exploration and any new drilling at a standstill, while our Energy Secretary clings to his net-zero obsession, this latest threat surely ought to provide overwhelming evidence for a rethink. It is cheap to be wise after the event, but one wonders about the thought processes, or perhaps the advice given, to those cruise companies whose vessels were stranded in the Gulf when the missiles started to fly around. Their reaction and contingency plans: somehow managing to fly out some 6000 frustrated customers, cannot be faulted, but with Trump’s “Armada” in its final phase of assembly, you wonder why they decided to press ahead with their schedules. Perhaps they just thought that everything he said in the run-up to hostilities was but an idle threat. That, perhaps, is another lesson learned.
Michael Grey is former editor of Lloyd’s List.
2. Seafarer dangers
Seafarers must not be targets, says IMO Secretary-General Arsenio Dominguez after seafarer fatalities reported in Middle East.
The Secretary-General of the International Maritime Organization Arsenio Dominguez issued the following statement recently:
“I am alarmed and deeply saddened to hear of a deadly attack on a vessel in the Strait of Hormuz on 6 March 2026, in which at least four seafarers have reportedly lost their lives and three severely injured.
My thoughts are with the families and loved ones of those affected, as well as the global maritime community mourning these losses.
Around 20,000 seafarers remain stranded in the Persian Gulf, onboard ships under heightened risk and considerable mental strain.
This is unacceptable and unsustainable. All parties and stakeholders have an obligation to take necessary measures to ensure the protection of seafarers, including their rights and well-being, and the freedom of navigation, in accordance with international law.”
Dominguez addressed the IMO Sub-Committee on Ship Systems and Equipment on Monday 9 March as it convened its 12th session (9-13 March) at IMO headquarters in London.
“As we open this session of the SSE Sub-Committee, I must express my grave concern regarding the recent attacks on merchant vessels in the region of the Strait of Hormuz, which have resulted in at least seven fatalities and several injured seafarers, some of them gravely.
“As I have said on numerous occasions, any attack on innocent seafarers or civilian shipping is unacceptable. These seafarers are simply carrying out their duties and performing an essential service to the global community, ensuring the continued flow of goods and energy, and they must be protected from the consequences of broader geopolitical tensions.
“All parties without exception, and I repeat, without exception, must respect the freedom of navigation, which is a fundamental principle of international maritime law.
“I continue to monitor the situation closely, and I reiterate my call for all shipping companies to exercise maximum caution when operating in the affected region.
“My thoughts are also with the many seafarers who remain at sea in areas of heightened risk, especially those who are directly impacted by the instability in and around the Strait of Hormuz. They continue to perform their duties under challenging and uncertain circumstances as tensions escalate.
“As I have emphasized publicly, I urge all stakeholders to remain vigilant against disinformation and to rely only on verified, authoritative sources when making operational decisions.
“To support this, the Organization has made available a dedicated webpage where regularly updated and verified information on the evolving situation is published, ensuring that seafarers, companies, and administrations can access reliable information directly from IMO.
“I stand in solidarity with the injured seafarers, with the families of those who have lost loved ones, and with all crews who continue to keep global shipping moving under extraordinarily difficult circumstances. Their safety and welfare remain my highest priority.”
The International Maritime Organization (IMO) will hold an Extraordinary Session of its Council to address the impacts on shipping and seafarers of the situation in the Arabian Sea, the Sea of Oman and the Gulf region, particularly in and around the Strait of Hormuz.
The session will be held on 18 to 19 March 2026 at IMO headquarters in London, United Kingdom, to be chaired by Victor Jiménez of Spain.
The Extraordinary Session (C/ES.36) is convened following requests from several Council Members.
IMO Secretary-General Arsenio Dominguez held briefings with industry organizations (11 March) and Member States (12 March) to share information and discuss recent developments.
The Council is the Executive Organ of IMO, consisting of 40 Member States, elected by the IMO Assembly.
INTERCARGO response
The International Association of Dry Cargo Shipowners (INTERCARGO) has expressed deep concern over the rapidly evolving security situation in the Gulf waters and the Strait of Hormuz, stressing that the safety and wellbeing of seafarers must remain the industry’s overriding priority.
INTERCARGO is deeply saddened by reports of attacks on bulk carriers and merchant shipping overall and the tragic loss of life. The Association’s thoughts are with the families and colleagues of those impacted, while recognising the growing challenges faced by seafarers and shore-based personnel managing operations in an increasingly volatile environment.
Following an emergency cross-industry briefing at the International Maritime Organization (IMO) on 11 March, called by IMO Secretary-General Arsenio Dominguez, Kostas Gkonis, Secretary General of INTERCARGO, said:
“The latest attacks on merchant vessels in the Gulf region and the most recent incidents involving bulk carriers demonstrate that commercial shipping near the Strait of Hormuz remains exposed to serious and evolving security risks.
Seafarers are doing their jobs to sustain global trade and must never become targets of geopolitical tensions. The safety of seafarers and the integrity of international shipping must remain a shared international priority.
Bulk carrier operators and masters are encouraged to exercise prudent judgement and thorough risk assessment before sailing in high-risk areas. We recommend that members follow the advice of their P&I Clubs, legal counsels and insurers.”
INTERCARGO has also noted reports suggesting that three seafarers may remain trapped following an attack on a bulk carrier in the Strait of Hormuz and sincerely hopes that any rescue efforts underway to reach those in danger are successful.
INTERCARGO has been supporting its members and keeping them informed of emerging developments from reputable and reliable sources, including the outcomes and key points of meetings held by naval coordination offices such as EU NAVFOR, NATO, UKMTO, MECIO and JMIC. Feedback from members highlights ongoing concerns regarding operational uncertainty and the safety of crews and vessels operating in the region.
INTERCARGO will continue to provide updates as the situation develops: Advice for Members regarding the situation in the Strait of Hormuz and the Middle East: https://www.intercargo.org/advice-for-members-regarding-situation-in-strait-of-hormuz-and-middle-east/
Vigilance and Protection of Bulk Carrier Seafarers and shore-based Personnel in the Gulf Region: https://wp.me/p9e3Co-2Od
3. Indian Register designation
Indian Register of Shipping (IRS) has secured designation by the United States Coast Guard as a Similarly Qualified Organization under Title 46, Code of Federal Regulations § 28.76, marking a significant regulatory milestone and placing IRS among only three classification societies authorised to provide these services within the United States of America commercial fishing sector.
The designation follows more than four years of technical evaluation, engagement and scrutiny by the U.S. Coast Guard. During this period, IRS’s governance framework, quality systems, survey procedures and technical capability were subject to detailed assessment, culminating in formal approval to undertake delegated safety functions on behalf of the US regulator.
IRS is already authorised by the US Coast Guard as both an Authorized Class Society and an Authorized Measurement Organization. The Similarly Qualified Organization designation further expands that relationship, enabling IRS to conduct mandatory safety examinations and compliance oversight across segments of the US commercial fishing fleet.
Under this approval, IRS is authorised to conduct surveys and oversight functions and issue classification documents for commercial fishing vessels in accordance with 46 U.S.C. § 4503(a), or alternative compliance arrangements under § 4503(d). It may also carry out biennial compliance examinations for fish processing vessels under 46 CFR § 28.710 and fish tender vessels engaged in the Aleutian trade under 46 CFR § 28.890. In addition, IRS is permitted to perform periodic dockside safety examinations for other commercial fishing industry vessels, including mandatory examinations under 46 U.S.C. § 4502(f), with the authority to issue US Coast Guard safety decals and certificates upon satisfactory completion.
P K Mishra, MD, IRS, said: “This designation strengthens our ability to support the U.S. fishing community. Authorisation to carry out statutory examinations and issue compliance documentation provides vessel owners with greater access to approved safety services, while ensuring rigorous technical and regulatory standards are upheld. The designation strengthens IRS’s position in the United States market and provides U.S. fishing vessel owners and operators with an additional trusted pathway for regulatory compliance, supporting safer operations across the sector.”
4. Exhaust gas treatment
Korean Register (KR) announced the successful development of an exhaust gas after-treatment system for ammonia-fueled engines, following the completion of a land-based demonstration and showcase. The system achieved a 95% reduction in nitrogen oxide (NOx) emissions and a 99.7% reduction in ammonia (NH₃) emissions, while reducing ammonia slip from an initial level of 10,000 ppm to 30 ppm.
KR is leading the government-funded project titled “Comprehensive Management Technology Development for Ship Greenhouse Gas Emissions,” supported by the Ministry of Oceans and Fisheries and the Korea Institute of Marine Science & Technology Promotion.
The newly developed system is Korea’s first microwave catalyst-heating exhaust gas after-treatment system applied to MW-class ammonia (NH₃) engine exhaust. The technology was jointly developed by KR in collaboration with EcoPro HN and HD Korea Shipbuilding & Offshore Engineering.
The prototype underwent extended operational tests at the KR Green Ship Test & Certification Center (KR TCC), where its durability and performance were successfully verified.
In addition to KR and its partners, the project has also brought together HD Hyundai Marine Solution, the Korea Institute of Industrial Technology, and other leading industry, academic, and research institutions to carry out end-to-end technology development and demonstration.
Ammonia is gaining growing attention as a next-generation carbon-free marine fuel, as it produces no carbon dioxide (CO₂) or sulfur oxides (SOx) during combustion and is relatively easy to store and transport. The International Energy Agency (IEA) projects in its “Net Zero by 2050” roadmap that ammonia could account for approximately 44% of total marine fuel consumption by 2050.
However, exhaust gas from ammonia engines may contain air pollutants such as nitrogen oxides (NOx, N₂O) and unburned ammonia. Securing effective after-treatment technology is therefore essential and critical for commercialization. These pollutants can be converted into harmless substances using catalytic reactions, but maintaining optimal catalyst activation temperature is widely considered a key technical challenge.
The newly developed system addresses this challenge by applying a microwave-based catalyst heating method that enables rapid and efficient catalyst activation, significantly enhancing exhaust gas purification performance. This system effectively reduces emissions under a wide range of operating conditions and is designed to ensure stable operation with minimized fuel consumption, even in changing navigation environments.
KIM Daeheon, Executive Vice President of KR, stated, “For the commercialization of ammonia-fueled vessels, securing exhaust gas after-treatment technology is just as important as fuel technology itself. Through this demonstration, we have validated the effectiveness of the jointly developed system. Going forward, we plan to expand its application to various dual-fuel engines and actively support the transition toward carbon-free shipping.”
5. Pelagic launch
Cypriot shipowner and shipping fund manager, Pelagic Partners, has recently announced the successful listing, and the first day of trading, of its new investment platform, Pelagic Credit, on the Oslo Stock Exchange.
Pelagic Credit represents a yield-orientated shipowning company focused on generating stable and predictable cash flows supported by long-term contracted employment of maritime assets, providing structured financing solutions to the maritime industry, supported by an initial capital raise of US$75M, anchored by Pelagic Partners.
Recent developments in the capital markets have reduced available options for parties looking to invest in a shipowning company that is backed by long-term employment contracts. Such companies protect investors from the broader volatility of shipping markets, whilst also generating consistent quarterly dividends.
Based on a strong deal flow pipeline, alongside the investment right of first refusal from affiliated companies, Pelagic Credit anticipates the successful deployment of the initial capital raise in the near term and expects to proceed with follow-on capital raises over the course of the year.
Pelagic Credit’s approach is founded on bareboat triple net leases, ensuring 100% revenue days, no operational cost exposure, and predictable cash flows, supported by an initial fleet of four vessels, all of which are chartered on five-year leases.
6. Rising sanctions
Maritime companies face rising sanctions and compliance complexity as regulators increasingly expect risks to be detected before violations occur, according to a new report published by Marcura.
The report “The Fragmentation Problem in Maritime Compliance” points to divergence between US, EU and other sanctions regimes. Secondary sanctions have expanded, and a growing shadow fleet continues to obscure ownership, insurance and trading histories. Together, these factors increase exposure for global operators at a time when compliance processes remain fragmented across organisations.
Survey findings from Marcura show that 82% of maritime executives say compliance demands are growing. 86% express concern about undetected compliance risk.
Despite increased investment in sanctions screening and automation, the problem is not lack of effort. It is structural. Organisations routinely run multiple screening platforms that return different results on the same counterparty. The compliance function becomes the manual integration layer, piecing together a risk picture from conflicting outputs. The same verification work is repeated across organisations, while intelligence gathered by one remains inaccessible to others facing identical decisions.
The problem extends beyond sanctions. Payment fraud targeting maritime runs three to five times higher than traditional banking when adjusted for transaction volume. ESG and supply chain obligations are expanding the scope of supplier vetting. Anti-bribery controls remain inconsistent across a sector where, according to the Maritime Anti-Corruption Network, over 65,000 corruption-related reports have been documented across more than 1,000 ports in 150 countries. Each risk vector demands its own processes, with little infrastructure connecting them.
Commenting on the challenges identified in the report, Andrei Grigoras, SVP, Compliance Solutions at Marcura, said: “The compliance function carries a question that never fully goes away: did we miss something? Fragmentation makes that question harder to answer. When the same counterparty produces different results across different systems, the noise drowns out the signals that actually matter.”
The report sets out a direction of travel toward compliance functioning as shared infrastructure, where verification is performed once, recognised across workflows, and reinforced by collective intelligence. Rather than every organisation bearing the full cost of counterparty verification in isolation, a networked model would allow screening outcomes to travel with the counterparty across participating organisations
The full report is available here.
7. Super Swath vessels
Strategic Marine has announced the successful delivery of the first two Supa Swath vessels to Mainprize Offshore, marking a milestone under the multi-vessel contract signed at Seawork exhibition in June 2024.
This delivery represents the initial handover under the six Supa Swath vessels contracted, with options for a further six units, and follows the earlier 2024 collaboration that saw MO10 and MO11 enter service as part of Mainprize Offshore’s expanding fleet. The programme reflects the continued partnership between Strategic Marine and Mainprize Offshore to strengthen fleet capability in support of offshore renewables operations across Europe.
The Supa Swath vessels are based on a next-generation design developed by Walker Marine Design, offering stability, operational efficiency, and versatility in demanding offshore environments. Purpose-built to meet the evolving needs of offshore wind operations, the vessels deliver enhanced seakeeping performance, improved fuel efficiency through advanced propulsion systems, and modern navigation and communications technologies to support safe and efficient operations.
Mr. Bob Mainprize, Managing Director of Mainprize Offshore, said:
“The delivery of the first two Supa Swath vessels under this programme is an important step in our fleet expansion. Strategic Marine was selected for these builds due to their consistently high-quality construction and fit-out, which has proven to deliver reliable workhorses for demanding offshore operations. These vessels demonstrate the performance and capability we require to support offshore renewables activities, and we are pleased to see the successful progression of the programme following our contract signing at Seawork.”
Mr. Chan Eng Yew, Chief Executive Officer of Strategic Marine, commented:
“We are proud to deliver the first two Supa Swath vessels to Mainprize Offshore as part of this significant contract. This milestone highlights the strong partnership between our teams and our shared commitment to delivering innovative, high-quality vessels that meet the demands of the offshore renewables sector.”
8. Loss prevention insights
For those at sea, every decision counts, and in the dynamic world of shipping, timely access to the right information can make all the difference. That’s why Gard and NAVTOR have partnered to launch Gard Insights on NavStation. This is a major step toward making loss prevention knowledge accessible and easy to use for crews and operators worldwide.
NavStation provides an ideal channel for Gard’s extensive loss prevention insights and awareness material. By embedding this content directly into tools used for voyage planning and operational decisions, navigators and operators will receive timely and relevant safety advice.
“This collaboration reflects our shared commitment to making safety knowledge accessible where it matters most. By integrating Gard’s expertise into Navtor’s trusted platforms, we help empower crews and decision-makers with insights that support safer operations,” says Line Dahle, EVP – Industry Impact, Gard.
The partnership between Gard and NAVTOR is rooted in a shared vision: to empower maritime professionals with knowledge that supports safer operations. NAVTOR’s digital platforms are trusted by thousands of vessels for route planning and ship-shore connectivity. With Gard’s expertise available on these platforms, guidance on risk management and safety culture is always within reach.
“Making Gard’s insights timely and relevant within NAVTOR’s workflow empowers crews and managers to act proactively. By embedding loss prevention strategies – covering navigation, cargo, and compliance – into tools used for route planning and operational decisions, navigators gain immediate access to guidance that reduces risks and prevents incidents,” says Marius Schønberg, Vice President, Head of Loss Prevention, Gard.
NAVTOR’s COO, Børge Hetland, says of the integration: “Our mission has always been to make life easier for shipping companies. Simplifying the distribution of relevant information is a key part of that and we see that when information is easily accessible, it is utilised more frequently. This partnership aligns with our strategy to reduce the number of applications and software onboard, giving crews fewer, more streamlined digital platforms. In addition, by providing mariners with decision-support tools for planning safe and efficient routes, such as Gard’s trusted insight articles, we deliver added value to our customers and strengthen the very mission our company is built upon.”
9. AI approach
Maritime navigation systems were made for a world with reliable location data. But when GPS spoofing becomes a tool in modern warfare, playing havoc with traditional navigation systems, shipping companies should rethink bridge operations to keep navigation safe, says Yarden Gross, CEO and Co-founder of Orca AI.
Reports of vessels in the Persian Gulf having their GPS signals spoofed and others transiting the Strait of Hormuz with AIS signals switched off have drawn attention to a growing operational reality for commercial shipping.
In areas where tensions are high with a credible threat to merchant vessels, operators may face new dilemmas – Do you maintain visibility through a cooperative system such as AIS? Do you continue to sail while relying on the radar alone as ECDIS is misleading due to GPS interference?
The circumstances influencing these decisions are complex. But the situation highlights a broader issue the industry must confront: modern navigation relies heavily on satellite-based signals that are increasingly vulnerable.
AIS and GPS have become a cornerstone of maritime safety. By broadcasting identity, position, course and speed, AIS enables vessels and shore authorities to understand traffic movements well beyond visual range. The vessel’s location and identifying details are shown on the radar and ECDIS, helping the bridge team build a coherent picture of surrounding traffic.
Satellite positioning systems such as GPS underpin this navigational framework. From ECDIS positioning to route planning and voyage optimization (including reducing grounding risk), reliable GPS positioning has become the shared reference point for both onboard and shore offices. If your GPS signals are compromised you are left only with radar and your watchkeepers’ eyes, which is especially hazardous in darkness.
The Gulf and Strait of Hormuz is the latest and most acute example of this growing vulnerability. Widespread GPS and AIS interference following the military escalation has reportedly disrupted the navigation systems of more than 1,650 commercial vessels across the Gulf. In some cases, tracking data has shown ships located at airports, on land or going around in circles – classic indicators of spoofing.
This interference can originate not only from land-based systems but also from other vessels, including ships engaged in sanctioned or “shadow fleet” activity, adding further uncertainty to the navigational environment.
Including the withdrawal of war-risks insurance, the present situation has sparked severe operational disruption. More than 150 tankers and LNG carriers are currently anchored or waiting in the Gulf as operators delay Hormuz transits. With parts of the compliant tanker fleet sitting idle or rerouting, day rates have surged to record levels of USD 700,000-plus per day.
The consequences extend far beyond individual vessels. Disruption to the movement of oil and gas to global markets is creating severe knock-on effects not only for maritime supply chains but for the wider world economy.
The result of sustained GNSS interference is effectively an ‘electronic fog’ as the shared digital picture of maritime traffic – the foundation on which many monitoring and navigation systems depend – becomes unreliable or misleading. This phenomenon has also become increasingly common in other regions affected by geopolitical tension, such as the Baltic and Black Seas, rapidly making what were once considered exceptional disruptions into normal operational risk.
The traditional methods to maintain situational awareness at sea include radar interpretation, human watchkeeping and manual cross-checking of navigational information on the ECDIS.
Mariners have always understood the value of layered awareness. No single sensor or system should be relied upon in isolation. Radar detects physical objects regardless of whether they transmit signals. Human lookout remains a legal and operational requirement under the COLREGs. Electronic charts provide geographic context. Together, these tools allow navigators to verify what they see.
In today’s increasingly complex environment, new technologies are strengthening this layered model. And unlike AIS, they do not depend on other vessels transmitting information.
Computer vision and AI now allow visual data from cameras (including thermal cameras) installed around a vessel to be analysed continuously, detecting and classifying objects in real time. By providing an independent visual reference of surrounding vessels and obstacles, and alerting the bridge team when risks emerge, AI-assisted situational awareness provides an additional, independent layer of perception alongside radar and human lookout.
These technologies are not intended to replace seafarer judgement or traditional navigational systems. They are designed to complement them, helping bridge teams maintain situational awareness in critical conditions such as darkness, poor visibility, congested waterways or when positioning and tracking data become unreliable.
Networked awareness further reinforces this model by creating what we call a ‘collective mind’ of sea captains. In an era where ships are no longer ‘islands,’ cloud connectivity allows the visual detections of one vessel to act as a sensor for the entire fleet. When interference or signal degradation is detected, these real-time hotspots are mapped and shared instantly. This gives navigators (and just as importantly, shore-side fleet managers) the ‘digital truth’ needed to recognize and respond to disruptions before they become crises, transforming the bridge team from reactive lookouts into proactive system supervisors.
The crisis in the Gulf illustrates a broader shift across the maritime domain. For decades, AIS and satellite positioning operated in a largely benign environment. That assumption is increasingly being challenged as electronic interference becomes a routine feature of geopolitical conflict.
The question is therefore not whether AIS, GPS or other digital systems will remain central to navigation – they will.- but whether vessels can maintain safe situational awareness when those signals fail.
The sea has always demanded caution and preparation. And in an era where the digital picture can go dark without warning, ensuring ships can still navigate safely is an essential responsibility – and AI-powered situational awareness is part of that.
10. PSC agreement
A key step to enhance transparency and cooperation in Port State Control (PSC) took place at IMO Headquarters in London (26 February), with the signing of an updated data-exchange agreement between IMO and the Paris Memorandum of Understanding on Port State Control (Paris MoU).
The agreement was formalized by IMO Secretary-General Arsenio Dominguez and Paris MoU Secretary-General Luc Smulders. The signing strengthens global cooperation and improves information sharing, helping to make ship inspections more effective worldwide.
This marks the sixth updated agreement concluded with a regional PSC regime. Similar agreements were signed in 2025 with the Secretariats of the Abuja, Indian Ocean, Tokyo, Mediterranean and Riyadh MoUs. The updated agreements extended PSC data to full ship’s PSC inspection data on the basis of the existing agreements with PSC regimes to enhance PSC inspection data integrity and transparency.
PSC regimes are cooperative regional frameworks through which national maritime authorities inspect foreign-flagged ships visiting their ports to verify compliance with internationally agreed safety, security and environmental standards adopted under IMO instruments.
The updated agreements support the continued development of the PSC module within IMO’s Global Integrated Shipping Information System (GISIS), including its integrated PSC database and potential associated web services. This allows full ship’s inspection data to be shared more efficiently on behalf of Member States.
The PSC module collects and displays inspection data submitted by PSC MoUs and Agreements, supporting Member States in implementing IMO instruments and fulfilling reporting obligations. It also enables flag States to comment on inspection reports concerning their ships, contributing to transparency and due process.
By enhancing coordination among PSC regimes, the updated agreements benefit stakeholders, support harmonization of PSC activities worldwide and improve compliance monitoring by port States.
There are currently ten PSC regimes worldwide: eight regional Memoranda of Understanding, one regional Agreement, and the United States Coast Guard as the tenth regime. These include: Europe and the North Atlantic (Paris MoU); Asia and the Pacific (Tokyo MoU); Latin America (Acuerdo de Viña del Mar); Caribbean region (Caribbean MoU); West and Central Africa (Abuja MoU); Black Sea (Black Sea MoU); Mediterranean Sea (Mediterranean MoU); Indian Ocean (Indian Ocean MoU); and Persian Gulf (Riyadh MoU), and the United States Coast Guard.
Some Member States participate in more than one PSC regime. All regional PSC regimes hold observer status at IMO as intergovernmental organizations (IGOs).
12. WindWings power
Bureau Veritas Marine & Offshore (BV) has completed a technical review confirming BAR Technologies’ calculation of available effective power of the two 37.5m WindWings® of 760m² installed on the tankers as part of UML AeroPower LR2 programme.
The approval confirms that BAR Technologies’ computational fluid dynamics (CFD) approach and resulting force matrix align with IMO Guidance for innovative energy-efficiency technologies, providing shipowners with a recognised pathway to quantify the propulsive contribution of WindWings® installations under IMO frameworks.
Following a detailed technical review, VersionBureau Veritas concluded that BAR Technologies’ submission is acceptable across all assessment categories, including CFD code specification, boundary conditions, grid independence, validation against experimental data and the generation of installation-specific force matrices.
The outcome provides a transparent, class-reviewed calculation of wind-assisted power contribution without the need for extended full-scale testing.
13. Safety kits
Seafarers calling at Ukrainian ports will receive specialist safety kits designed to mitigate the risks posed by missile and drone attacks under a new initiative from maritime charity Stella Maris.
The crew safety kits are designed to help seafarers prepare for and respond to emergencies while operating in conflict affected regions.
The initiative comes at a time of heightened geopolitical tensions affecting major shipping routes around the world, including the Strait of Hormuz, underlining the importance of ensuring seafarers are properly prepared to respond to emergencies.
Each kit contains specialised first aid equipment kits such as haemostatic tourniquets, pressure bandages and treatment for flash burns to address battlefield trauma. Printed materials detailing procedures to follow during an air raid, the location of public shelters, and information stickers to display on ship bulkheads are also included.
This initiative has been made possible through funding from Den Norske Krigsforsikring for Skib (DNK), whose support has enabled Stella Maris to produce and distribute the first wave of crew safety kits to vessels calling at Ukrainian ports.
Stella Maris Ukraine National Director and Odesa Port Chaplain Fr Alexander Smerechynskyy said ships entering Ukrainian ports face regular missile and drone attacks, and the kits were developed to help protect crews operating in a war zone.
“Many overseas crews arrive without clear instructions on what to do during an air raid. In a war zone, preparedness is often the only thing you can control, and it can be the difference between life and death,” said Fr Alex.
“Our safety kits provide not only essential medical equipment but also clear multilingual instructions, maps to shelters, and QR links to emergency guidance. It is not just a set of items. It is a practical safety system designed to reduce panic and increase the chances of survival during an attack,” he added.
Fr Alex said Stella Maris Ukraine’s research found that families of Ukrainian seafarers were concerned about the lack of verified information, limited first-aid knowledge, and the threat of missile attacks on ports.
“These kits directly respond to those concerns. We strongly believe that they will protect lives because they give crews the most valuable thing in a crisis: clarity, confidence, and the tools to save themselves and each other,” he said.
Tim Hill MBE, Stella Maris UK CEO, said the project highlights both the courage of seafarers working in conflict zones and the vital role of collaboration across the maritime sector. “Stella Maris Ukraine has shown extraordinary commitment in supporting seafarers and their families throughout the war. Their work on the ground in Odesa has been a lifeline to many who are facing daily risk. We are deeply grateful to DNK for their partnership. When charities and responsible maritime organisations work together, meaningful protection and reassurance can be delivered to the people who keep global trade moving, even in the most challenging circumstances.”
“With geopolitical tensions increasing in several key shipping routes, including the current situation around the Strait of Hormuz, the risks faced by seafarers are growing. Crews are often on the frontline of global conflicts they have no part in. That makes practical preparation and clear safety guidance more important than ever for seafarers operating in high-risk regions.”
Fr Alex added that in times of war, Stella Maris’ presence becomes even more critical. “Safety kits, psychological support, ship visits, and clear communication with crews are not optional programmes; they are essential tools that reduce panic, provide stability, and bring dignity and reassurance to people working in extreme conditions.
“Many seafarers go to a country at war while worrying about their families at home. Their families, in turn, face fear, anxiety, and a lack of reliable information. Stella Maris serves as a trusted bridge between all these people – listening to their concerns, sharing their real needs with the industry, and making sure their voices are heard,” he said.
14. Tideform re-launch
Tideform, a marine fuel intelligence company, has relaunched its platform following leadership change. With the launch of the AI agent Atlas, the company aims to help shipping and marine fuel professionals interpret volatile bunker markets in real time.
The AI-powered agent, Atlas, enables users to query market conditions, access price insights and interpret trends instantly through a messaging interface. By combining advanced algorithms with decades of maritime expertise from traders, analysts and operators, it helps users interpret data in line with real market behaviour across traditional and emerging marine fuels.
Tideform structures verified data from more than 30 million tonnes of bunker deliveries annually across more than 500 ports, transforming real market activity into transparent price indications, forward curves and insights used by trading, procurement, chartering and finance teams.
Kenneth Juhls, CEO of Tideform, commented, “Marine fuel markets generate vast amounts of data yet interpreting that information consistently has remained a challenge. With Tideform we are building the intelligence layer behind bunker market decisions, and with Atlas we introduce a new way for users to access that intelligence through AI.”
15. Cyber issues
The UK government is urging businesses to “lock the door” on cyber criminals by adopting the Cyber Essentials scheme . The campaign, launched by the Department for Science, Innovation and Technology (DSIT) and the National Cyber Security Centre (NCSC), encourages SMEs to implement a set of basic cyber security controls such as keeping software updated and managing user access rights, as many cyber attacks exploit these simple weaknesses.
New research also highlights the scale of the threat, with 82% of medium and large UK businesses reporting a cyber incident in the past year, Jake Ives, Head of Security, Intersys, said: “Many organisations aspire to align with National Institute of Standards and Technology and other advanced frameworks yet frequently fall short of meeting even the requirements of Cyber Essentials, making it an essential foundation for organisations of any size. The security landscape has evolved considerably, and a growing range of cost-effective technical solutions now exists to support businesses in achieving compliance.
It is also important to recognise that supply chain attacks are increasingly prevalent. Regardless of size, if a business provides services to a larger organisation, it automatically becomes a target. Threat actors routinely exploit weaker supply chain members to gain access to higher-value targets or to impact supply chain members that are situated in regions that are more susceptible to attack due to the current political climate. This is particularly important for smaller businesses to consider, as being involved in a breach of a high-value target could result in unwanted media exposure and lasting reputational damage.
16. Safe navigation
When GNSS and AIS signals become unreliable in a high-tension region, the immediate priority is to retain safe navigational control of the vessel, write Steffen Grefsgård, CEO of SGM Technology, and Rob Gillette, Assured PNT (APNT) Director at NAL Technologies.
The bridge team must quickly determine whether they are experiencing signal degradation, deliberate jamming or active spoofing. Autopilot settings may need to be disengaged. Positions must be cross-checked using radar, visual bearings and any available independent references. Shore management and insurers may need to be notified. Most critically, the crew must establish whether the vessel’s reported position can still be trusted.
Interference incidents have been documented repeatedly in the region over the past year. However, the present conflict – including the effective closure of the Strait of Hormuz – has left hundreds of vessels stranded in the Gulf and intensified the operational risk environment.
Since mid-2025, the maritime industry has documented repeated episodes of AIS and GNSS disruption in the region. In recent days, these incidents have coincided with direct attacks on tankers and formal warnings advising operators to expect jamming and spoofing during ongoing military activity.
Hundreds – sometimes thousands – of vessels have appeared in incorrect locations, in some cases plotted inland or at airports. The consequences include rerouting, port suspensions and sharp increases in war-risk insurance premiums.
But the problem extends far beyond the Gulf. Electronic interference is already widespread across global shipping routes. A recent survey by the Royal Institute of Navigation (RIN) found that 79% of maritime respondents had personally experienced GNSS interference, highlighting how disruption has moved from isolated incidents to a normalised operating condition across several maritime regions.
Modern ships rely on Positioning, Navigation and Timing (PNT) data – typically derived from Global Navigation Satellite Systems such as GPS. On many vessels, GNSS has effectively become the positional and timing reference spine for multiple bridge and safety systems.
ECDIS, AIS transmissions, GMDSS, radar overlays and autopilot functions all depend on this reference.
However, when GNSS integrity is compromised:
• Navigation accuracy deteriorates. ECDIS positioning may drift; autopilot reliance becomes unsafe.
• Situational awareness degrades. Port authorities, Vessel Traffic Services (VTS) centres and shore security teams receive false AIS tracks. Rendezvous and pilotage become complicated.
• Compliance exposure increases. Manipulated AIS data can create the appearance of sanctions breaches or unauthorised port calls.• Insurance and commercial risk escalate. War-risk premiums rise, P&I clubs issue advisories and disputes may arise over deviation, delay or cargo claims.
In short, when GNSS fails, the vessel loses its single point of positional truth.
The operational response requires an independent reference.
Utilizing an alternative source of PNT, independent of GNSS, is a key recommendation from the Royal Institute of Navigation. This approach for providing resilient PNT refers to leveraging an alternative source of position data that does not rely on conventional GNSS signals.
In contested or electronically congested waters, an independent PNT capability allows a vessel to verify its true location even if GPS or other satellite constellations are jammed or spoofed.
PntGuard™ has been developed specifically to provide that independent assurance for maritime operations. The system operates as a standalone layer, separate from existing bridge electronics. It comprises:
• An above-deck receiver connected to Iridium’s® low-Earth orbit satellite signal
• A dedicated bridge display installed below deck (below-deck unit)
Because it functions independently of the vessel’s primary GNSS feed, it remains unaffected when GNSS signals are manipulated.
In high-risk waterways, several capabilities become particularly relevant:
1. Verified coordinates independent of GNSS
PntGuard™ utilizes a secure APNT signal approximately 1,000 times stronger than conventional GNSS transmissions. If GPS signals are jammed, spoofed or time-shifted, the vessel retains access to authenticated coordinates that cannot be falsified through satellite interference.
This maintains navigational continuity when primary systems are compromised.
2. Real-time interference visibility
On the dedicated bridge display, officers can see how jamming or spoofing is affecting GNSS inputs. Signal degradation and discrepancies between GNSS and assured coordinates are visible in real time, supporting safe operation of ECDIS, AIS, GMDSS and autopilot systems.
3. Continuous onboard voyage recording
The system records verified vessel positions throughout the voyage, creating a secure track history. In contested waters, this becomes a commercial and legal safeguard – supporting post-incident reconstruction, sanctions verification and defence against false AIS track allegations.
4. Independent reporting to insurers
During interference events, verified position reports can be transmitted directly to war-risk insurers. This provides underwriters with independent maritime situational awareness, reducing ambiguity in claims handling and strengthening transparency between owner and insurer.
5. Assured coordinates during SAR
In a Search and Rescue (SAR) scenario where GNSS data is unreliable, verified coordinates can be transmitted to rescue authorities, reducing the risk of response assets being directed to incorrect locations.
The underlying APNT technology has been in use for more than a decade across multiple industries, including government and defence, with more than 10,000 units deployed in GNSS-denied environments.
For maritime use, PntGuard™ has accumulated more than 100,000 nautical miles of commercial sea time and has been validated through government-supported trials and real-world operational environments including the Middle East, Ukraine and the Baltics.
Electronic interference is becoming a recurring operational challenge in strategic chokepoints – and increasingly in European waters.
In such environments, independent PNT capability is no longer simply a technical redundancy. It is becoming a strategic risk-control measure.
When a vessel enters a region with unreliable positioning, the priorities are clear:
• Establish a trusted reference
• Maintain navigational continuity
• Preserve defensible records
• Protect crew, cargo and compliance posture
As GNSS disruption spreads and ship systems grow more dependent on satellite positioning, independent PNT is rapidly becoming essential for safe and resilient operations.
17. Shore power
As ports accelerate investments in shore power to meet tightening air-quality regulations and cruise industry electrification goals, Watts Marine recently highlighted new findings from L&T Digital Energy Solutions that validate the company’s long-standing approach to shore power system design.
In the whitepaper On-Shore Power Systems for Cruise Ships, L&T Digital Energy Solutions, a global leader in power transmission, distribution, and digital energy engineering, presents a comprehensive technical analysis comparing transformer-based and power-electronics converter-based shore power architectures. The analysis concludes that transformer-based shore power systems deliver superior reliability, lower total cost of ownership, and better alignment with cruise vessel electrical systems at 60-hertz ports, particularly across North America.
With shore power adoption accelerating across major cruise destinations, and regulatory mandates expanding in North America and globally, Watts Marine sees L&T’s analysis as timely confirmation for port authorities and utilities making long-term infrastructure decisions.
18. Waiving privilege
With increasing use of AI, it is important to note the risks of waiving privilege if information or documents are provided to AI tools, such as Chat GPT and Google AI, Brian Perrott and Lee Forsyth of HFW warn in a London Calling alert.
As stated by the Upper Tribunal in UK v Secretary of State for the Home Department [2026] UKUT 81 (IAC):
“Uploading confidential documents into an open-source AI tool, such as ChatGPT is to place this information on the internet in the public domain…and waive legal privilege.”
This echoes AI Guidance for Judicial Office Holders published on 31 October 2025, which stated the following:
“Do not enter any information into a public AI chatbot that is not already in the public domain. Do not enter information which is private or confidential. Any information that you input into a public AI chatbot should be seen as being published to all the world.”
There is therefore a significant risk that privileged information (e.g. advice received from a lawyer) uploaded or copied into AI tools could be considered a waiver of privilege. In short, no sensitive, confidential, or potentially privileged information should be provided to AI tools.
Notices and Miscellany
Devonshire Underwriting
Devonshire Underwriting, the Managing General Agent (MGA) specialising in underwriting transactional risk (TR) solutions, is delighted to announce the appointment of Liria Martinez-Salmon as Managing Director – Head of Southern Europe, marking a significant milestone as the business makes its first overseas hire. Based in Madrid, Liria will lead Devonshire’s Southern European strategy and underwriting execution, with primary responsibility for Spain, France, Italy and Portugal.
Blue Sky
Blue Sky has announced a change in its top leadership with Moran’s Ted Tregurtha taking on the Chairman’s role and Shell’s Julie Ferglan becoming Vice Chairman.
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
LEXIOGRAMS
A bicycle can’t stand alone because it is two-tired.
What’s the definition of a will? (It’s a dead giveaway).
She had a boyfriend with a wooden leg, but broke it off.
A chicken crossing the road is poultry in motion.
If you don’t pay your exorcist you get repossessed.
With her marriage she got a new name and a dress.
When a clock is hungry it goes back four seconds.
The man who fell into an upholstery machine is fully recovered.
A grenade thrown into a kitchen in France would result in Linoleum Blown apart.
He often broke into song because he couldn’t find the key.
A lot of money is tainted. ‘Taint yours and ‘taint mine.
A boiled egg in the morning is hard to beat.
He had a photographic memory which was never developed.
Those who get too big for their britches will be exposed in the end.
When you’ve seen one shopping center you’ve seen a mall.
Those who jump off a Paris bridge are in Seine.
When an actress saw her first strands of grey hair she thought she’d dye.
Bakers trade bread recipes on a knead to know basis.
Marathon runners with bad footwear suffer the agony of defeat.
Thanks for Reading the Maritime Advocate online
Maritime Advocate Online is a fortnightly digest of news and views on the maritime industries, with particular reference to legal issues and dispute resolution. It is published to over 20,000 individual subscribers each edition and republished within firms and organisations all over the maritime world. It is the largest publication of its kind. We estimate it goes to around 60,000 readers in over 120 countries.
