1. Spoofing through time
2. Red Sea attacks
3. Finnish ban
4. IACS progress
5. Phishing scam warning
6. Trade tensions
7. Saudi insurance law
8. Decarbonisation response
9. World Maritime Day
10. Man overboard approach
11. Bravery awards
12. International Maritime Prize

Notices & Miscellany

Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com

1. Spoofing through time
   

By Michael Grey

“When did all this electronic spoofing begin?” It did not seem to be that difficult a question to answer. We probably began to hear about it some ten to fifteen years ago, when devices bought on the Internet by car thieves started to affect the electronics of ships in the vicinity.

There was particular alarm in the southern North Sea, possibly because of the villains in Essex building up their lucrative trade in high end stolen cars en route to the continent. Soon there were navigational warnings around the Dutch and German ports. From there it sort of went international, and there were soon warnings being issued about hacking in general and the fact that the marine industry was struggling to catch up with landside in its electronic hygiene. I was terribly impressed listening to a surveyor in the offshore sector, who said that contamination was so bad that he simply threw away his laptop every time he came ashore. Seafarers were exhorted to beware of wrecking ship systems with the various devices they had brought aboard. Pilots were warned not to plug in their PPUs lest they contaminated the ship systems or vice versa.

Clearly, over time, these warnings have worked and all hands have got rather better. The hacking and spoofing of navigational equipment have come rather later, and are very much the result of malevolent people, mostly emanating exactly from where you would expect them to be located. Now we must cope with whole dark fleets of sanction busting vessels, hiding and changing their identities and location almost at will, disappearing from Automatic Identification Systems at the click of a switch. It is a function of conflict and if you think about it, as old as time, if you consider the strategies of pirates and corsairs, who would fly false colours in order to lull their victims into close quarters. It was a ruse practised by legitimate navies to enable a ship to get within range, but even potential victims would carry false colours and forged papers to avoid becoming somebody else’s prize.

You might cynically suggest that sowing mistrust has been a useful way, down through the ages, of completing a voyage without harm. And as for spoofing navigational systems, it might be suggested that this is just a modern iteration of what was practised by wreckers, who allegedly would extinguish a coastal light to lure hapless mariners onto the shore, or if they were clever enough, to move it. It was not that long ago that mariners looking for a landfall on the horn of Africa would have seen warnings of the light being unreliable, owing to the light keepers being occasionally kidnapped by hostile tribesmen, who would routinely steal the equipment. It is an irony that while the security situation ashore might be marginally less hazardous today, the GPS aboard any passing ship needs to be closely monitored on account of the hackers and spoofers sending their dubious signals around the very same region.

I have been told that in some congested port approaches, you cannot completely trust the messages from what appears to be VTS, which is somewhat worrying. But even that is not entirely new. I recall many years ago, when VHF was in its infancy, a pilot recounting a story of a colleague using a walkie-talkie being perfectly mimicked by some villain sitting in a car ashore, who, at a crucial moment with the ship in a narrow channel called out “drop both anchors, Mr Mate!” Some rather more naïve souls might suggest that a ship on its “innocent passage” ought not to be attacked by spoofers, but in reality, we are already at war with these blighters, whether they are state-sponsored or just merely criminal.

People involved in commercial shipping might have come a little late to the conflict, but an industry now so heavily dependent upon electronic communication hopefully recognises that it is now a major target for those who would do it harm and is spending more appropriately on defences. And those afloat have been urged to take precautions, not to trust single sources of information, bearing in mind that the big tanker that is on your port bow and appears not to be showing an AIS signal may well be uninsured, and of questionable quality.

It is what we have to live with, in 2025. A final historical angle might come from the story of the medieval pirate and early spoofer Sir Patrick Spens, who stole the warning bell placed on the deadly Inchcape Rock on Scotland’s east coast by a kindly Abbot. May his gruesome fate, as recounted in the poem, be replicated with those today, who wish shipping such ill will.

Michael Grey is former editor of Lloyd’s List.

2. Red Sea attacks

IMO Secretary-General Arsenio Dominguez has called for intensified diplomatic efforts following a renewed wave of attacks on merchant ships in the Red Sea. Addressing the IMO Council in London recently Dominguez expressed dismay over recent assaults on the Magic Seas and Eternity C, both targeted on 6 and 7 July. At least three fatalities and several injuries have been reported aboard the Eternity C, while all 22 crew members of the Magic Seas were safely rescued.

“After several months of calm, the resumption of attacks in the Red Sea constitutes a renewed violation of international law and freedom of navigation,” Secretary-General Dominguez said. “Innocent seafarers and local populations are the main victims of these attacks and the pollution they cause.”

He reaffirmed the IMO’s commitment to engaging all parties who may help mitigate such threats.

“I appeal to all of you to step up efforts, because the only way to address these geopolitical conflicts affecting the shipping sector is through constructive dialogue.”

In response, several member states took the floor to voice statements of solidarity with those affected by the attacks. IMO Council chairman, Victor Jiménez (Spain), condemned the attacks and echoed the Secretary-General’s call for dialogue.

According to IMO data confirmed by flag states, at least 69 attacks on international shipping, linked to broader geopolitical tensions in the region, were recorded between November 2023 and October 2024. This week’s incidents mark the first since October.

The International Association of Dry Cargo Shipowners (INTERCARGO) has condemned the recent armed attack on the Magic Seas, a bulk carrier operating off the coast of Yemen.

INTERCARGO represents the interests of the global dry bulk shipping sector and advocates for the safety, efficiency, and environmental performance of bulk carriers worldwide.

Chairman of INTERCARGO John Xylas said: “Seafarers are not targets. We are deeply shocked by the attack on the Magic Seas and our thoughts are with the crew. These are innocent people, simply doing their jobs, keeping global trade moving. No one at sea should ever face such violence.

“The safety of seafarers must come first. We urge all relevant authorities to act decisively to protect those at sea and uphold international law. INTERCARGO stands firmly with our members and all those affected.”

There was also a joint industry statement from ICS, BIMCO, European Shipowners | ECSA, INTERCARGO and INTERTANKO on the latest developments in the Red Sea:

“In recent days, two ships have now been attacked in the Red Sea. One has sunk and the other has suffered extensive damage. These vessels have been attacked with callous disregard for the lives of innocent civilian seafarers and as an inevitable but terrible consequence, seafarers have been killed.

“We join with the IMO Secretary General in his denunciation of the attacks and we call on all stakeholders to uphold the safety and security of innocent civilian seafarers as they pass through this vital waterway, carrying the food, goods and energy the world’s economy relies upon. This tragedy illuminates the need for nations to maintain robust support in protecting shipping and vital sea lanes. We urge that the international standards of freedom of navigation and the sanctity of human life are recognised, upheld and defended.”

3. Finnish ban

Starting 1 July, Finland has banned cargo ships from discharging toilet wastewater, scrubber sludge and sulphuric wash water into its coastal waters.

The Finnish Parliament approved the law in December 2024. Passenger ships have been subject to similar restrictions for years, but this is the first time cargo vessels are also included.

The legislation targets discharges that contribute directly to marine pollution. Toilet wastewater contains high concentrations of intestinal bacteria, suspended solids and nutrients. These nutrients promote eutrophication, a process that depletes oxygen in marine ecosystems and accelerates harmful algae growth, including blue-green algae blooms.

Despite the ban, the law includes transition periods. Greywater from sinks and showers may still be discharged in Finnish waters for nearly five more years. All types of wastewater may also be legally released outside Finland’s territorial waters.

Environmental authorities say the new regulation is an essential step in protecting the Baltic Sea, which suffers from chronic nutrient pollution. Eutrophication remains one of the region’s most severe ecological threats.

4. IACS progress

The International Association of Classification Societies council met in Beijing recently at C91 to assess and advance the Association’s progress on the safe decarbonisation and digital transitions, on the further development of Common Structural Rules, and on the many joint initiatives currently underway with industry partners.

C91 also took the first steps towards integrating Environmental, Social and Governance (ESG) principles into IACS’ governance.  The Council further agreed an internal framework of structured engagement with the International Quality Assessment Review Body (IQARB) to ensure IACS support for its objectives.

Three years after the launch of its Safe Decarbonisation Panel, the IACS Council welcomed the rapid progress made in developing technical guidance across a range of key technologies that support the introduction of new fuels and technologies on both newbuilds and the existing fleet.   In line with IACS’s technology-neutral approach, IACS instruments now cover ammonia, methanol, hydrogen, batteries and carbon capture, while also working with flag states on matters such as gas dispersion analysis and risk assessments for alternative fuels as required by the International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code).  The Council also welcomed IACS’ preliminary work in assessing its potential role in the introduction of nuclear technologies.

The more recently constituted Safe Digital Transformation Panel (Jan ’24) has been no less active and C91 welcomed the valuable work undertaken to clarify IACS’ role in digitalisation, cyber systems and marine autonomous surface ships, and in sharing these important conceptualisations with IMO at the convention on facilitation of maritime traffic meeting (FAL49) earlier this year in support of its comprehensive digitalization strategy.

IACS Council also highlighted the development of IACS Resolutions on a diverse range of digital issues including cybersecurity controls for existing ships, vessel asset inventory for computer-based systems, classification of complex systems which utilize computer-based systems, a protocol on format definition and exchange of 3D model, risk assessment for MASS (Maritime Autonomous Surface Ships), and communications and remote connectivity for MASS.

IACS Council recognised the close interaction with other industry bodies in these areas, noting the work with association CIMAC to advance digital discussions at IMO, with BIMCO on automated Fuel Consumption Data Gathering (to name just two) and IACS’ involvement in the many Joint Industry Working Groups, ranging from Anchoring Equipment to Underwater Radiated Noise.

The further development of the Common Structural Rules (CSR) was discussed at C91, where the Council reviewed the input received from the extensive and ongoing consultation exercise that is being undertaken with industry.  C91 noted the intensive efforts that had been made to provide additional, detailed technical background data and explanations to the many and varied questions raised.  The Council further recognized that it was incumbent on IACS to demonstrate to all stakeholders that the revised CSR would deliver the same or greater level of safety as the current rules.  C91 noted that providing this level of confidence would best be achieved by finalising the consequence assessment based on a list of suitable vessels that represented a good proportion of the Oil Tanker and Bulk Carrier fleets.

Reaffirming its commitment to working with industry throughout the CSR review process, Council noted that allowing industry adequate time to comment on the results of the Consequence Assessments meant that the previously announced timetable for adoption of the new CSR should now be considered as indicative only, and this would be kept under active review pending further feedback.

On other matters at C91, IACS Council discussed integrating Environmental, Social and Governance (ESG) principles into the governance of the association.  Recognising that many IACS Members have their own ESG policies, C91 agreed that in developing these principles, they would apply to the activities IACS undertakes as an association and their objectives would need to be closely integrated to IACS’ core mission of safety and environmental protection.

IACS’ relationship with the International Quality Assessment Review Body (IQARB) was also discussed. Noting its new legal status, independence and ever-greater recognition by IMO and individual flag States, Council emphasised the importance of IACS continuing to play a leading role in its ongoing development and was pleased to adopt a comprehensive framework document that will govern how IACS can continue to provide expert input and guidance  to the IQARB.

Commenting on discussions at C91, IACS Council Chair, Roberto Cazzulo, said, ‘IACS’ ability to deliver on its core mission of delivering substantive, detailed, technical contributions to the full range of industry discussions was reflected in the range of IACS instruments that C91 was invited to consider.  Our Association’s sustained leadership can be seen in our discussions on the decarbonisation and digital transitions, ESG and IQARB, while our commitment to working with industry partners manifests itself in our strong commitment to joint industry groups and in our flexible, responsive approach to evolving the Common Structural Rules.”

5. Phishing scam warning

A phishing scam targeting a yacht broker during a high-profile Mediterranean charter resulted in a €58,000 loss, but through the intervention of the International Transport Intermediaries Club (ITIC), the broker has been fully reimbursed.

The yacht broker, who was tasked with managing charter hire payments between the charterer and the yacht’s owner, became a victim of a sophisticated fraud scheme. Once the charterer had made a payment, the yacht broker was approached by someone purporting to be the owner, utilising an email address that differed by just a single character from the genuine address.

The impersonator requested that funds be transferred to a “new” bank account, and under time pressure, the yacht broker complied without directly confirming the change with the principal. Contributing to the error was the fact that the owner’s banking details had changed once before, and the replacement account was in the same geographic region, which made the request seem authentic.

Mark Brattman, Claims Director at ITIC, remarked: “This situation exemplifies how cybercriminals take advantage of everyday procedures and time pressures to evade verification checks. This incident serves as a vital reminder to always verify changes to payment instructions, especially over the phone, regardless of how persuasive an email may seem.”

Once the phishing scam was uncovered, the broker took immediate action and paid the missing funds to the rightful owner. ITIC promptly reimbursed the broker for the full €58,000, underscoring its commitment to safeguarding its members from the ever-evolving threat of cyber fraud in the maritime industry.

“Cyber scams in maritime transactions are becoming increasingly sophisticated. We urge all brokers and intermediaries to exercise extreme caution when making any last-minute or ‘urgent’ changes to payment instructions.

“ITIC advises members always to check new bank accounts and changes to existing ones very carefully. Although the owner may have genuinely changed bank accounts, it remains unusual for companies to change bank accounts. Always be suspicious of changes and use a known phone number to verify the account details,” Brattman concluded.

6. Trade tensions

New US tariffs and escalating global trade tensions have reshaped vessel markets in the first half of 2025, curbing investment in some sectors while accelerating strategic orders in others, according to the Half-Year Market Report by Veson Nautical, a leading provider of maritime freight management solutions and data intelligence.

The report states that US trade policy changes hit vehicle carrier markets particularly hard, contributing to a 44% drop in charter rates for standard 6,500 CEU vessels and a complete halt in newbuild orders during the first six months of 2025. The liquefied petroleum gas (LPG) sector was also affected, with newly imposed tariffs between the US and China weighing on investor confidence and helping push sale and purchase (S&P) volumes down by 25% year-on-year.

The report adds that the container ship sector was indirectly impacted, as frontloading and rerouted supply chains prompted operators to accelerate newbuild orders despite persistent cost pressure.

“Geopolitical pressure is no longer a background factor; it’s shaping the way owners think about risk, timing and capital,” said Matt Freeman, Chief Market Analyst at Veson Nautical. “From regulation to rerouting, disruption is now part of the operating environment, and owners are recalibrating their strategies accordingly.”

Container ship newbuilding surged, with orders up 288% year on year during the first six months of 2025. Owners moved quickly to secure tonnage amid ongoing diversions around the Cape of Good Hope and congestion at European ports. Despite global uncertainty, trade volumes rose by nearly 5%, and demand for mid-size capacity remained strong. Values for 15-year-old Feedermax vessels climbed by 16.5%, supported by limited availability and steady interest from major buyers.

The tanker sector saw a marked pullback, with newbuilding orders down 74% year on year and S&P volumes falling by 31%. Softer earnings and regulatory uncertainty were key drivers. Medium Range 2 (MR2) product tankers were the exception, accounting for over a third of transactions as buyers capitalised on lower values. Typically sized between 45,000 and 55,000 DWT, MR2s are product tankers that typically ship gasoline, diesel, jet fuel and other refined products across regional and intercontinental routes. Values for 15-year-old units fell by 24%, drawing renewed interest in ageing but versatile tonnage.

The liquefied natural gas (LNG) carrier sector came under sustained pressure during the first six months of 2025, with average time charter earnings for large vessels falling by 66% year on year. The decline was driven by continued fleet expansion outpacing demand growth, along with weaker seasonal fundamentals. As rates fell, demolition activity increased sharply, with seven vessels scrapped—a 250% rise on the same period in 2024. Older steam turbine vessels saw the steepest value declines, with 15-year-old units down by more than 8%. While demand for LNG is expected to rise in the coming years, the current tonnage surplus is likely to keep pressure on earnings through the rest of 2025.

In the LPG carrier market, S&P activity slowed by 25% year on year, weighed down by trade policy uncertainty between the US and China. Newbuilding orders dropped by 80% compared with the same period last year. Most activity was concentrated at the very large and small ends of the fleet, with limited momentum in the midsize space. Values fell across the board, though long-term averages remain high by historical standards.

Market conditions were uneven across the bulker space. S&P volumes declined by 36% ,  with buyers cautious amid softer sentiment in the smaller segments, and mounting regulatory pressure.  Capesize vessels stood out, with values rising nearly 6% on the back of strong Chinese iron ore demand and tight supply.

Chinese and Greek buyers were the most active, though volumes were down overall. Newbuilding interest remained subdued due to high prices and extended delivery times, while demolition levels stayed low as many owners continued to trade older units.

“Capesize activity has held up well, but it’s not a broad-based recovery,” said Rebecca Galanopoulos, Senior Content Analyst at Veson Nautical. “Tight supply and steady demand out of China have helped lift values at the top end, but elsewhere the market is still contending with high asset prices, regulatory friction and a widening gap between modern and vintage tonnage.”

7.  Saudi insurance law

Saudi Arabia’s Insurance Authority has issued a draft insurance law recently HFW reports.

In line with the increasing economic importance of the KSA insurance and reinsurance industry, and in keeping with the Insurance Authority’s (‘IA’) aims to regulate, supervise, and control the sector, the IA has published the much-anticipated draft Insurance Law (‘the Law’), which is open to public consultation until 22 July 2025.

“The stated objectives of the Law echo the IA’s goals to: achieve stability and growth, encourage investment and strengthen stakeholder confidence; establish contractual principles and protect the rights of policyholders and beneficiaries; support innovation and digital transformation; promote and regulate fair competition; develop training and localisation; and effectively supervise the sector.

“The Law will replace the Law on Supervision of Cooperative Insurance Companies (2003), and all insurance-related powers and responsibilities set out in the Cooperative Health Insurance Law (1999). It also consolidates and updates a number of other laws and regulations, and repeals all conflicting provisions therein, such as the Cooperative Insurance Companies Control Law (2021); Insurance Corporate Governance Regulations (2015); Outsourcing Regulation (2012); Insurance Intermediaries Regulation (2011); and Regulation of Reinsurance Activities (2010),” HFW says.

The Law will apply to all insurance and reinsurance activities (‘re/insurance’) and insurance services, and to any person who engages in re/insurance activities or provides insurance services within KSA.

It separates out re/insurance activities as classified into a. general insurance and b. protection and savings insurance, with categories of each to be specified in implementing instruments, and it prohibits the combining of the two.

Licensing procedures, governance and service providers are also covered in the assessment. For further details see the HFW website.

8.  Decarbonisation response

Alongside the Maritime Decarbonisation Strategy (MDS), released in March, the UK Department for Transport opened two key consultations on the sector’s approach to GHG emissions reduction and the UK Chamber of Shipping has been working with members to shape the response to these to ensure that the industry’s views and key concerns are clearly heard within Government.

In response to the call for evidence on “Net zero ports: challenges and opportunities”, the Chamber has set out key recommendations and considerations for government.

Key issues include the need for ports to evolve into zero or near zero GHG emissions refuelling hubs offering onshore power, battery charging infrastructure and alternative fuel supplies. Crucial to this will be addressing the challenge of grid capacity and prioritising ports as a foundational sector within the Industrial Strategy. Without sufficient capacity, ports risk losing investment, falling behind EU competitors, and missing out on green growth opportunities, with consequent impacts for the shipping industry.

This infrastructure development will be essential in enabling emission reductions and driving forward the UK Government’s commitment to clean energy. Clarity – and certainty – from government is essential for industry in moving forwards with shared commitments to net zero. Policy and strategy must also promote and support the development of technical, energy and fuel agnostic pathways for the shipping, and ports, industries.

Furthermore, the Chamber outlined concerns around the Government’s current position on emissions at berth. This is underpinned by challenges around the modelling used to calculate emissions at berth, and the need for proposals to avoid regulatory overlap or burden, with clear recognition of the primacy of the IMO Net Zero Framework. The Chamber has therefore urged the Government to take a goal-based, technology-neutral approach that is aligned with international standards.

Alongside the focus on Net Zero Ports, the MDS also included a call for evidence on Decarbonising Smaller Vessels, less than 400 gross tonnes (GT). This covers a wide range of issues relating to the challenges and opportunities in decarbonising vessels under 400 GT including current barriers, exemptions to future zero or near-zero emission vessel use, and subsectors having both clear and unclear technological pathways.

The Chamber is seeking input from members to shape the response to DfT, with input requested by 16 July.

9. World Maritime Day

The World Maritime Day theme for 2026 and 2027 will outline policy to practice, the International Maritime Organization has announced.

‘From Policy to Practice: Powering Maritime Excellence’ has been selected as the International Maritime Organization’s World Maritime Day theme for 2026 and 2027, culminating in the annual celebration on the final Thursday of September each year.

Meeting in London for its 134th session (7-11 July), the IMO Council endorsed a proposal from Secretary-General Arsenio Dominguez to keep the theme for a two-year period.

The theme highlights the Organization’s clear commitment to develop Member States’ capacity to put policies into practice, by providing technical assistance, training and other essential services.

Secretary-General Dominguez said: “The theme transmits a clear message of our commitment to ensuring regulations are put into action and providing the necessary technical assistance for implementation to Member States. This ultimately strengthens the confidence that global rules agreed at IMO can lead to safer, more secure and environmentally sound shipping worldwide.”

“From Policy to Practice” in the theme underscores IMO’s core mission of ensuring that the global regulatory framework it develops is not merely adopted in principle but translated into concrete national legislation, enforcement and day-to-day operations across the maritime sector.

“Powering” signals the momentum and targeted support through capacity-building, technical cooperation and knowledge sharing which IMO, together with its partners, provides to drive this transition.

“Maritime Excellence” conveys the ultimate objective: a consistently safe, secure, efficient and environmentally sustainable shipping industry, operating to the highest international standards and continually striving for improvement.

Together, the theme conveys a holistic, action-oriented commitment: turning collective regulatory decisions into real-world results that deliver tangible benefits for all.

For over 70 years, the IMO has worked to develop a comprehensive framework of international maritime conventions, with associated codes, guidelines and recommendations. The full benefits of this framework can only be realized through ratification, effective implementation and constant enforcement. The IMO Member State Audit Scheme (IMSAS) has reported gaps in national legislation and enforcement, indicating a need to improve regulatory effectiveness.

Global attention on the theme in 2026–2027 could accelerate the national action towards implementation of all IMO instruments.

The theme supports the United Nations 2030 Agenda for Sustainable Development and the Sustainable Development Goals (SDGs), in particular:

SDG 9 on industry, innovation and infrastructure;

SDG 13 on climate action;

SDG 14 on life below water; and

SDG 17 on partnerships.

The theme highlights the IMO’s continued contribution to broader global efforts, as well as the importance of cross-cutting and effective maritime governance in sustainable development.

10. Man overboard approach

The recent fall of a young girl from the fourth deck of the Disney Dream cruise ship has renewed pressure on the cruise industry to adopt lifesaving man overboard (MOB) detection technology that experts say is now both available and proven.

The girl, who survived the June 29 incident, was spotted and quickly saved thanks to the quick actions of her father, who jumped in after her. But safety advocates warn that in most cases, no such witness is present and help often arrives far too late.

Matt Mitchell, a former Chief of the US Coast Guard’s Office of Search and Rescue Policy, Founder and CEO of the International Association of Search and Rescue Coordinators (IASARC), and Director of Search and Rescue at Zelim, said: “Too many lives have been lost simply because no one knew someone had gone overboard until it was too late. I’ve coordinated hundreds of these cases, and in the vast majority, the notification came hours, sometimes days after the person was last seen. That makes an effective rescue nearly impossible.”

Although Disney Dream had a man overboard alerting system aboard, ensuring the alarm was raised a rescue boat launched quickly, one passenger aboard the vessel at time of the incident, Laura Amador, told CBS News: “The ship was moving quickly, so quicky, it’s crazy how quickly the people became tiny dots in the sea, and then you lost sight of them.”

According to US Coast Guard data, fewer than 19% of known MOB cases result in a successful recovery.  This, despite rules mandating that cruise ships integrate technology that can be used to detect passengers and track who has fallen overboard.

“Cutting-edge detection systems can alert the bridge within seconds of a person going overboard, and some can even track the individual in the water until they’re safely recovered,” Mitchell said. “This technology exists today.”

Despite the technological progress, most cruise operators have yet to install these systems.

“When the Cruise Vessel Security and Safety Act (CVSSA) of 2010 was enacted, the US. Coast Guard issued a 2011 policy letter advising its sector commanders not to enforce the MOB provision until suitable technology became commercially available. Fourteen years later, that policy remains in place”, he said.

While US federal enforcement has yet to catch up, Mitchell said the cruise industry doesn’t need to wait for regulators.

“This is an opportunity for cruise lines to show leadership,” he said. “The next time someone falls overboard, will the ship report an unknown time and location, or will it report an immediate alert, live tracking, and a successful recovery? That decision is in the hands of the operators.”

11. Bravery awards
    

Officer Lee Tae-Young of the Republic of Korea has been selected to receive this year’s IMO Award for Exceptional Bravery at Sea, in recognition of his heroic actions in saving 12 fellow crew members when the fishing vessel 135 Geumseongho sank in November 2024.

This was endorsed by the IMO Council during its 134th session held in London this week (7 – 11 July).

A total of 60 nominations were submitted by 24 Member States and one non-governmental organization. An Assessment Panel, chaired by the IMO Secretary-General, conducted the initial review. The nominations were then evaluated by a Panel of Judges, chaired by the Chair of the IMO Council, whose recommendations were submitted to the Council for endorsement.

Lee, who was nominated by the International Transport Workers Federation (ITF), will be presented with the Award during an official ceremony in London later this year.
In addition, the Council endorsed four recipients for certificates of commendation, and 18 individuals and groups to receive letters of commendation. (Full list below)

Lee was recognized for his extraordinary leadership, courage and selflessness displayed during an incident last year off the coast of Biyangdo, Jeju Island in the Republic of Korea.

In the early hours of 8 November 2024, the fishing vessel 135 Guemseongho suddenly listed and capsized, with only the propeller remaining above water. Some crew members managed to hang on to the propeller while others were being swept away by strong currents and waves.

Lee, with no prior search and rescue (SAR) training and at immense risk to his own life, immediately took action to rescue the 12 crew members desperately holding on to the vessel’s propeller. He threw two life rings and helped them climb up the ladder of the rescue boat. He was the last to board the rescue boat.

In a statement nominating  Lee, the ITF stated: “Lee Tae-young is a brave seafarer who risked his own life to save his colleagues. Honouring his sacrifice and dedication will go beyond the mere act of awarding a prize and it serves as a profound inspiration to all seafarers.”

The extreme pressure Lee suffered during the incident had an enormous impact on his health. Despite the challenges, he is working to overcome the experience and has continued to convey hope and courage to his colleagues.

Certificates of Commendation 

The Council agreed to award certificates of commendation to:

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.

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 salvation 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.

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.

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.

Letters of Commendation

Letters of Commendation will be sent to:

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 M/V Maersk Leader, nominated by Brazil, for bravely rescuing all 20 crew members of the Bram Force, which has 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 courageously 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 of 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 remaining above water of fishing vessel Jileyu 02163.

Captain Qiang Li and the crew of the hopper dredger Jun Yang 1, nominated by China, who bravely 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 and rescued by the M/V ASL Bauhinia, which was on fire with hazardous cargo and 22 crew members and three security guards aboard, despite the danger of the explosion.

Captain Kondrate Gvadzabia and the crew of the oil/chemical tanker Owl 5, nominated by Georgia, for demonstrating exceptional seamanship skills and professionalism by maneuvering in rough seas and darkness to evacuate a critically ill civilian for helicopter extraction.

Albert Buettner, Peter Pfeiffer, 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 Türkiye, who prevented a collision by 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 Türkiye, 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 Alaska Victory. 

IMO Award for Exceptional Bravery at Sea 

This annual award was established by the 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.

The annual awards ceremony will be held this year at IMO Headquarters in London in November 2025.

12. International Maritime Prize

    Dr Rosalie Balkin, Secretary-General of the Comité Maritime International (CMI) and former Director of Legal Affairs and External Relations Division at the International Maritime Organization (IMO), has been named the recipient of the International Maritime Prize for 2024.  The decision was announced today by the IMO Council during its 134th session (7-11 July).

Nominated by the Government of Australia, Dr Balkin was recognized for her outstanding contributions to international maritime law over a career spanning more than 50 years. Currently, she serves as Secretary-General of the CMI – the world’s oldest organization focused on unifying international maritime law, founded in 1897. Appointed in 2017, she is the first woman to hold this position in the CMI’s 128-year history.

A pioneering figure in the field, she was also the first woman appointed Director of Legal Affairs and External Relations Division at IMO (1998-2013) and later the first female Assistant Secretary-General (2011-2013).

The Australian Government, in its nomination, praised her “outstanding commitment, achievements and contributions to the maritime community,” calling her a deserving recipient of this prestigious honour.
IMO Secretary-General Arsenio Dominguez said: “Dr. Balkin’s distinguished career embodies the dedication, mastery and leadership needed to uphold a robust global maritime legal framework that ensures safety, security and sustainability for this vital industry. Her pioneering contributions have paved the way for greater inclusion and diversity within the maritime community.”

During her tenure at IMO, Dr. Balkin oversaw several landmark diplomatic conferences that led to the adoption of new international conventions on maritime maritime safety, pollution liability, wreck removal, and passenger protection. Notable conventions adopted under her leadership include:

• 2001 International Convention on Civil Liability for Bunker Oil Pollution Damage;
• 2002 Athens Convention on the Carriage of Passengers and their Luggage at Sea;
• 2003 Supplementary Fund Protocol which established the International Oil Pollution Compensation Supplementary Fund;
• 2005 Protocol to the Convention for the Suppression of Unlawful Acts against the Safety of Maritime Navigation;
• 2005 Protocol to the Protocol of 1988 for the Suppression of Unlawful Acts against the Safety of Fixed Platforms Located on the Continental Shelf;
• 2007 Nairobi International Convention on the Removal of Wrecks; and
• 2010 International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea.

In addition, Dr. Balkin has made extensive contributions to legal and academic institutions worldwide as a widely published author and lecturer. She served twice on the Board of Governors of the World Maritime University (WMU) and currently serves as Ethics Officer to the WMU President, offering advice on ethical matters and settlement of disputes. As Legal Advisor 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.

She is a founding member of the Advisory Group of Seafarers’ Rights International, which advocates for fair treatment and legal protection of seafarers.

In Australia, Dr. Balkin has served in senior roles across the public service, including as Primary Legal Advisor 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.
Notices and Miscellany

Trafigura Group, a market leader in the global commodities industry, has announced a strategic alliance with maritime technology company ZeroNorth.

Trafigura is set to roll out ZeroNorth’s platform across most of its controlled fleet of more than 350 vessels, including its voyage optimisation systems, emissions analytics and vessel reporting tools. Additionally, Trafigura will take an equity stake in ZeroNorth, further deepening the ties between the two companies. 

Mission race
International seafarer welfare charity The Mission to Seafarers (MtS) has  announced the launch of the first-ever Maritime Mountain Race fundraiser, a unique endurance event set to take place from the 26th – 28th June 2026, with fundraising donations targeted to support vulnerable seafarers across Europe.  For details see https://www.maritimemountainrace.org/

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

The Founding Fathers were sitting around a table sometime in 1776, working on the constitution. It had been a long day.

Father1: Whew! It’s getting rather warm in here, isn’t it?

Father2: Shall I open the window?

Father1: No, that’s alright. I’ll just take off my jacket, and roll up my sleeves.

Father2: Hey, that’s a good idea. Why don’t we include that in the constitution?

Father1: What? That we’re allowed to take our jackets off and roll up our sleeves while at work?

Father2: Yeah, but that doesn’t sound very smooth. How about “Everyone shall have the right to bare arms?”